NO322570B1 - Seating system and passenger seating unit for a craft - Google Patents

Abstract

A passenger seat assembly for a vehicle, particularly an aircraft, which is adapted to provide self-contained, individual seating and sleeping accommodation for a passenger, said seat assembly comprising: supporting structure (42) for supporting said assembly off the floor of a vehicle; one or more movable passenger-bearing, structural components (71, 72); and means for connecting said movable, structural components to said structure such that said components can be selectively moved between a seat configuration, in which a plurality of passenger-bearing surfaces on said one or more structural, movable components (71, 71) or said supporting structure form a seat for the passenger, and a bed configuration, in which a plurality of said bearing surfaces (47,48, 67, 74, 76) are disposed substantially coplanarly and substantially contiguously to form a bed for the passenger.

Description

The present origin relates to a new seating system for a passenger craft, in particular an aircraft. The present invention also relates to a passenger accommodation unit for a vehicle, which accommodation unit is adapted to provide individual, independent seating and sleeping accommodation for a passenger. The accommodation unit according to the present invention can be adapted for use on any passenger craft, including omnibuses, carriages, ferries and rail carriages, but is particularly suitable for use on aircraft. The present invention also includes improvements in and related to the passenger seat for vehicles, especially aircraft.

A conventional passenger seat for an aircraft comprises a backrest and a seat cushion which are carried from the floor of the aircraft by means of a suitable support structure which is anchored to a pair of seat slots in the floor. The seat forms an imaginary longitudinal seat axis, when viewed from the perspective of a passenger using the seat and a number of such seats are adapted to be arranged in rows in a passenger accommodation cabin within the fuselage of an aircraft, each row extending across the cabin , behind each other, with the imaginary seat axis of each seat substantially aligned with the longitudinal axis of the hull so that each seat faces forward. Typically, the back support of the seat is capable of reclining from an upright position to an inclined position for the comfort of a passenger using the seat during the course of a flight. Certain previously known passenger seats, particularly seats for use in business class and on 1st class sections of the aircraft, where the distance between adjacent rows of seats is greater in an economy class cabin, also include a leg rest hinged to the front of the seat cushion and capable of for movement between a lowered or stowed position, in which the leg support hangs down from the seat cushion essentially vertically towards the floor, and a raised or extended position where the leg support extends forward of the seat cushion to lift the passenger's legs off the floor. Thus, it is possible with conventional airline passenger seats to achieve a reasonable degree of comfort by tilting the backrest and raising the legrest, when adjusted.

While the above-described arrangement of conventional aircraft passenger seats is usually satisfactory for short-haul flights of up to three or four hours' duration, it is not satisfactory for use on longer flights during which the passengers usually wish to sleep. Even in the reclined position described above, a passenger using the seat remains in a predominantly seated position. Many passengers find it difficult to sleep properly, if overhead, when sitting. In recent years there has been a significant increase in the number of passengers regularly taking long-haul flights and there has been a trend in the art to develop passenger seats which allow passengers to assume additional reclining positions during the course of a flight to enable sleeping. This is particularly important for passengers traveling for business purposes, for whom it is desirable that they arrive at their arrival seats and leave refreshed and rested.

One possibility that has been shown in the art to increase the degree to which an aircraft passenger seat can be reclined involves simply increasing the extent to which the backrest can be reclined rearward and the legrest raised. In the outer position, it is possible to form an essentially flat bed that uses such a technique where the back support is inclined and the leg support is raised, each to such an extent that they are placed essentially in the same plane with the seat cushion and each other. A disadvantage of such a system is that the distance between adjacent rows of seats must be increased significantly in order to accommodate the full height of a passenger. While this is occasionally possible in the first class area of an airline cabin, it is usually uneconomical for a business class cabin. Furthermore, while it is possible to form a substantially flat surface that lies essentially horizontally, the surface is still not ideal, because the foam or other padding on the seat is usually shaped for use as a seat, whereas for a bed it is desirable to have a mainly flat surface.

GB 2323824 A shows a seating assembly for a 1st class aircraft cabin comprising a secondary seat positioned to face a main seat, the secondary seat having a seat portion positioned to co-operate with a leg rest of the main seat to form a continuous flat sleeping surface when the backrest of the primary seat is tilted to a horizontal position. The seat unit forms an imaginary longitudinal seat axis, and a number of such seat units may be arranged inside the cabin side by side in a longitudinally offset relationship with respect to the longitudinal axis of each seat, where each seat unit is oriented at an oblique angle to the longitudinal axis through the airframe, for so as to define a substantially triangular or trapezoidal space towards the front or rear of each seating unit (according to whether the seating unit faces outwards or inwards with respect to the cabin). The space is used to accommodate a worktop on one side of an adjacent seating unit and possibly a table or other storage space. The seat unit according to GB 2326824 A has the advantage that by incorporating a further, secondary seat into the flat sleeping surface together with the backrest, the seat part and the leg support of the main seat, it is possible to form a long sleeping surface capable of accommodating passengers comfortably as has a height longer than 1.83 metres. However, the seat unit according to GB 2326824 A represents an even greater excess in terms of cabin space than the conventional system described above, and further still suffers from the disadvantage that the seat upholstery is designed mainly for use as a seat and not a bed. A disadvantage of the seat according to GB 2326824 A is that it occupies a very large floor area inside the cabin and, with regard to its overall length, the seat unit according to GB 2326824 A is completely unsuitable for use in a business class section of an aircraft.

WO 00/21831 A2 discloses a seat unit which can be converted into a bed for use essentially in a business class section of an aircraft cabin. The seat unit according to WO 00/21831 A2 comprises a pair of seats facing in the opposite direction, each seat comprising a seat for a seated body and an extension seat in which the legs of a sitter can be placed. The seat is placed on either side of an imaginary dividing axis with the seat of one running across the axis into the extension space of the other. When installed in an aircraft cabin, one of the seats faces mainly forwards and the other faces mainly backwards. Each seat of the seat unit according to WO 00/21831 A2 comprises a main seat which is essentially the same as the main seat according to GB 2326824 A described above, but without a leg rest, and a secondary unit located in front of the main seat. Each seat thus comprises a primary seat which has an inclined backrest and seat cushion and a secondary unit which comprises an elevated cushion which serves as a footrest. The main seat can be tilted so that when the backrest is inclined, the seat 2 moves forward to meet the secondary unit to form a continuous surface with it which serves as a sleeping surface for a passenger. As with GB 2326824 A, the seat unit of WO 00/21831 A2 therefore has the advantage of providing a substantially horizontal sleeping surface for a passenger during long-haul flights. However, the seating unit according to WO 00/21831 A2 is still extravagant in terms of available space inside the typical business class cabin and also suffers from the disadvantage that when used as a bed, each seat is unable to accommodate tall passengers comfortably manner. As with other previously known seats described above, each of the seats according to the seat unit in WO 00/21831 A2 also suffers from the disadvantage that the seat padding is not specifically designed for use as a bed surface, but is designed for use mainly as a seat surface.

Another characteristic of a passenger seat for use in a 1st class aircraft cabin is a generous seat width. A further disadvantage associated with the seat unit according to WO 00/21831 A2 is that in order to accommodate a maximum headroom within a business class cabin, the seat width is reduced, which many passengers find to be uncomfortable. While the seating unit according to WO 00/21831 A2 has the undeniable advantage of providing a substantially flat sleeping surface for a passenger in flight, its overall dimensions are such that passengers above average height and/or weight find their accommodation somewhat restricted. Furthermore, noise screens are arranged between adjacent seat units which, in combination with the total number of seat units arranged in the limited space provided by a business class cabin, means that the cabin as a whole takes on a somewhat crowded appearance.

FR 987559 A shows a seating installation for public transport vehicles such as cars, buses and the like comprising a row of seats, each seat comprising a carrier structure for carrying the seat up from the floor of a vehicle, a seat cushion and a backrest. These rows form an aisle between two adjacent seats. The seat cushion of one of the seats adjacent to the aisle can be moved and swung in a reverse orientation between the support structures of the two seats adjacent to the aisle to form a further seat in the aisle. The backrest of one seat can then be tilted forward into the space previously occupied by the seat cushion to provide a replacement seat cushion for a seat. The backrest of the one seat thus has front and rear surfaces which can both serve as part of a seat. Alternatively, the entire row of seats could be a mattress to form a reclining seat. However, the installation according to FR 987559 A is not suitable for use in a passenger aircraft where the aisle is kept unobstructed at all times and further a number of adjacent seats are used to provide support for a single reclining seat. Thus, the installation according to FR 987559 A is not able to provide one recliner per seat.

JP 5-13838 A shows a seating system for vehicles such as buses and trains comprising a number of seats. Each seat includes a seat cushion and a backrest which can tilt between an upright position and a reclined position, the seats being positioned within a cabin at an angle to a center line through the cabin and facing outward to form a substantially triangular space between each seat and a wall for the cabin. This space occupies a box which includes a footrest for an adjacent seat.

FR 647809 A shows a seating system for a sleeping car in which a number of seats are arranged at an angle to the longitudinal axis of the sleeping car facing inwards to form a substantially triangular space towards the rear of each seat which is used to accommodate a small table for an adjacent seat .

One purpose of the present invention is therefore to provide improved passenger accommodation for a business class section in a passenger aircraft. More specifically, the purpose of the invention is to provide such a place of residence which includes a flat sleeping surface with maximum length and preferably also maximum width.

Another object of the invention is to provide an improved passenger accommodation unit for a vehicle, particularly an aircraft, which accommodation unit is adapted to provide independent, individual seating and sleeping accommodation for a passenger, particularly for use in the business class section of an aircraft where the distance between adjacent Seat rows are usually in the range of 1.27 to 1.52 meters.

Another object of the present invention is to provide a passenger accommodation unit which can be converted into a bed of maximum length to accommodate tall passengers, especially those whose height is greater than 1.83 meters.

Another object of the present invention is to provide a passenger accommodation unit for a vehicle which has a seat surface which can be specially adapted for use as a seat surface and a bed surface which can be specially adapted for use as a bed surface.

Another object of the present invention is to provide a passenger accommodation unit which can be converted into a bed and which promotes or contributes to a first cabin atmosphere when configured as a seat and a second, different cabin atmosphere when configured as a bed. Thus, it is another object of the invention to provide a seating system for a vehicle cabin which comprises a number of passenger accommodation units which can be converted into beds and which, when all or a major proportion of the units are designed as seats, gives the cabin a special first visual overall appearance, and when all or a major proportion of the units are configured as beds, giving the cabin a different overall appearance or atmosphere.

Another object of the present invention is to provide a seating system for a passenger craft, especially an airplane, which optimizes the use of space within a passenger cabin.

Another object of the present invention is to provide a seating system for a cabin in a passenger craft that has an appearance that does not appear significantly crowded.

Further objects of the invention will be apparent to the person skilled in the art from the following description of the invention and specific embodiments of the invention.

In accordance with one aspect of the present invention, a passenger accommodation unit and a passenger seat device for a vehicle of the kind mentioned at the outset are provided which are characterized by the features that appear in the subsequent independent patent claims. Further features of the invention appear from the following independent claims.

The double-sided movable structural component may comprise an inner load-bearing diaphragm having first and second receiving surfaces and first and second outer damping layers adapted to be supported by the diaphragm on the first and second surfaces, respectively. Thus, one side of the double-sided movable component may, for example, carry a layer of foam padding having a shaped surface shaped for use as a seat component, and the other side may be a layer of foam padding having a substantially flat surface for use as part of a bed. The first side of the double-sided movable component may have a first appearance that contributes to or promotes an overall cabin appearance suitable for a seating environment. For example, the first surface can have a seat cover made of leather or synthetics. The second surface may have a visual appearance that contributes to or promotes a total cabin environment suitable for a sleeping environment. Thus, the second surface can be covered with fabric or other materials that have an appearance usually associated with bedding materials.

Advantageously, the double-sided component is a back support component. This back support component can be connected to the support structure so that it can optionally be pivoted between a first substantially upright position, in which the first plate is arranged to form part of the seat, and a second extended position in which the second surface is arranged to form part of the bed. Advantageously, the second bed surface of the back support component is essentially horizontal in the extended position.

In some embodiments, one or more of the passenger-bearing surfaces can form a seat cushion. The back support component can be connected to structures so that, in the second extended position, the back support component lies above the seat cushion. Thus, in accordance with the present invention, the seat cushion may have an intended seat surface which is shaped and padded especially for use as a seat. In the bed configuration, the seat cushion may be completely or partially hidden by the back support component in the second extended position so that the seat appearance of the seat cushion is hidden by the back support.

In some embodiments, the seat cushion may comprise one or more of the movable components connected to the support structure for movement in a direction having a vertical component between an upper extended position and a lower stowed position, and movement means for the seat cushion may be arranged to move the seat cushion from the upper extended position to the lower stowed position when the back support component is moved from the upright position to the extended position. Thus, the back support component in the extended position can occupy the space normally occupied by seat use in the upper extended position, the seat cushion being shifted to its lower stowed position in the bed configuration. This feature of the invention allows the bed surface of the seat unit to be arranged at a relatively low level up from the floor of the vehicle to make it easy for a passenger to climb into and out of the bed.

The preferred embodiments of the present invention comprise one or more of the passenger-bearing surfaces with a bed extension surface, which bed extension surface is placed or can be extended to be positioned in front of or behind the seat in said seat configuration. Said back support component can be connected to constructions so that the extended position forms the second bed surface and bed extension surface in an essentially continuous surface. Said bed extension surface can be positioned or can be extendable to be positioned in front of the seat cushion component so that, in the seat configuration, the bed extension surface can serve as a footrest. Said accommodation unit cannot therefore have a leg support component which is connected to and can be extended from the seat cushion. Thus, instead of such a conventional leg support, the stay unit according to the present invention can include a separate foot support plate at a position at a distance from the seat cushion.

In some embodiments, one or more of the passenger-bearing surfaces can comprise a rear extension surface behind the back support component, and the back support component can be connected to constructions so that in the extended position and the other bed surface and extension surface are essentially in the same plane.

In some embodiments, the backrest component may be spaced in front of the rear extension surface in the extended position, and a movable filler component may be provided which is connected to structures so that it is movable between a stowed position and an extended position, which filler component comprises a passenger carrying padding surface extending between the backrest component and the rear extension surface when the padding component is laid out so that the rear extension surface, padding surface and the second bed surface form a substantially continuous surface, and means may be provided to move the padding component from the stowed position to the extended position when the backrest component is moved from the upright position to the extended position. The filler component can be mounted pivotably behind the back support component between the rear extension surface, so that in the stowed position the filler component can be angled in relation to the horizontal, and when laid out it can be swung to the laid out position. Thus, in the bed configuration, the bed may be comprised of a rear extension surface, a padding surface, and a foot support surface, as well as the second surface of the backrest component.

The bed in accordance with the present invention can have a total length of at least 1.98 meters and in some embodiments it can have a length of more than 2.16 meters.

Advantageously, the back support component is connected to the structure for optional movement between an upright position and a fully reclined position where the back support component is tilted backwards relative to the vertical position. In some embodiments, one or more of the movable components can comprise a seat cushion which is connected to the support structure so that it can be swung relative to the support structure between a first position and a second position, and devices can be arranged to swing the seat cushion progressively from the first position to the second position when the backrest component is swung backwards from the upright position to the fully reclined position.

It has surprisingly been found that a number of passenger accommodation units in accordance with the present invention can be arranged within a business class section in an aircraft cabin without significantly reducing the number of seats. Each seat forms an imaginary longitudinal axis that runs from front to back in relation to the normal way of using the seat. It has been found that a maximum number of passenger accommodation units in accordance with the present invention can be accommodated within an aircraft cabin if each unit is arranged with its imaginary axis to extend at an angle in the range of 35 to 55 degrees relative to the longitudinal axis of the aircraft.

Thus, in accordance with yet another aspect of the invention, there is provided a seating system for a passenger aircraft, in particular an aircraft comprising a number of seat units where each seat unit forms an imaginary longitudinal axis of the seat and comprises a support structure adapted for attaching the seat unit to a floor in a vehicles and devices which form or are configurable to form a seat comprising a seat cushion and a backrest; characterized in that the seat units are arranged to form a column which forms an imaginary longitudinal axis for the column, in which column the seat units are arranged side by side in a longitudinally offset relationship at an oblique angle to the imaginary column axis, which thus forms towards the rear of each seat, each seat unit further comprises means which form or are configurable to form a substantially flat bed, a major portion of which bed is located forward of the position of the seat, which bed extends rearwardly into the room to lay out the flat bed.

Advantageously, the space behind each seat is essentially triangular or trapezoidal.

Said slant angle is usually in the range of 30-60°, preferably 40-50°, for example 40°, 45° or 50°. Normally, the seat units are installed in the accommodation cabin of the vessel, which cabin forms an imaginary longitudinal axis in the cabin. Said imaginary column axis can be essentially parallel to or extend at an oblique angle to the cabin axis. Thus, within an aircraft cabin, the seat unit in accordance with the present invention can be placed in a herringbone arrangement.

Said seat units can be placed next to a side wall in the vehicle and face inwards. Advantageously, the living cabin includes two opposite side walls, and a column of the seat units can be placed continuously or close to each wall so that each seat faces into the cabin, with an extension plate behind the backrest of the seat placed close to the wall. The seats can thus have their backs against the vehicle wall, which gives the cabin as a whole an uncrowded appearance.

Where cabin space permits, one or more additional columns of seating units may be arranged towards the center of the cabin. If it is possible to occupy two central columns of seats in any given cabin, these columns are advantageously arranged mainly back to back.

Advantageously, each seat unit further comprises a footrest which is placed in front of the seat. Said footrest can thus be used by a person sitting in a seat to carry their feet during the flight in a raised position and/or by another passenger to sit on while the person in question visits the person sitting. Assuming that such a footrest is provided, it has been found that passengers do not require the seat unit to include a movable legrest as part of the seat-forming devices.

In some embodiments, each seat unit can further comprise a first noise shield which is placed in front of the footrest.

Said seat forming devices and bed forming devices may comprise one or more movable passenger supporting elements which are optionally configurable to form, in a seat mode, at least part of a seat for a passenger, or in bed mode, at least part of the flat bed, and advantageously the flat bed in the bed mode located at substantially the same level as the seat cushion in the seat mode.

Advantageously, each seat unit comprises a first, preferably fixed, passenger-supporting element in the space behind the seat, which first passenger-supporting element is located essentially in the same plane as the one or more movable elements when the movable elements are configured in bed mode and are adapted to form part of the flat bed. The first passenger-carrying member may be substantially triangular or trapezoidal. It will be understood that the first passenger supporting member is only used by a passenger when the seating unit is arranged in the bed configuration, and accordingly the seating unit may be arranged so that the first passenger supporting member extends into a lateral depression formed by the concave side wall of the cabin to maximize use of the room in the cabin.

Advantageously, each seat unit further comprises a second, preferably fixed passenger-carrying element to one side of the seat, which second passenger-carrying element is placed essentially in the same plane as the first passenger-carrying element and is adapted to form part of the flat bed when the movable elements is designed in the aforementioned bed mode, so as to extend the flat bed laterally. The second passenger-carrying member may be generally triangular or trapezoidal. The first fixed element of a seat unit may be located substantially continuously with the second fixed element of an adjacent seat unit, and the first and second elements may be separated from each other by a second noise screen. The first and second elements can occupy essentially the entire space behind the seat.

The present invention thus provides a seating system which is particularly suitable for a business class cabin of a passenger aircraft. The seating system of the present invention provides individual seating units having backrests and seat cushions and optional footrests to allow passengers to rest their legs in an elevated position during a flight. Each seat unit is independently arranged to form a substantially flat bed, and the use of space within the cabin is optimized by positioning the flat bed to extend rearward behind the seat into a space formed by the arrangement of the seat units. Surprisingly, it has been found that in accordance with the present invention it is possible to provide flat beds within a business class section of a passenger aircraft having a length of up to 2.13 meters without significantly sacrificing headroom. Furthermore, the applicants have found that the seat units according to the present invention can be positioned to give the cabin a substantially uncrowded appearance.

The support structure can be made from any suitable lightweight aviation standard material known to those skilled in the art and can be fitted with suitable anchoring devices to secure the seat assembly to seat tracks or rails in an aircraft passenger cabin. Advantageously, the support structure comprises a pallet or base which is adapted to be attached to the seat tracks.

In accordance with yet another aspect of the present invention, a seat module for a passenger vehicle is provided, where the seat module comprises a seat part, a foot support part, a unitary support structure for carrying the seat part and foot support part up from the floor of the vehicle and fastening devices for attaching the support structure to a pair of seat tracks in the floor of the vehicle, characterized in that the attachment devices comprise two spaced apart attachments for attaching the support structure to one of the tracks in the pair at two spaced places and a single third attachment for attaching the support structure to the other track and thereby providing a 3- point attachment between the seat module and the seat tracks; the arrangement being such that a number of the seat modules can be attached to a pair of seat rails, one next to the other, thereby forming a number of seat units, where each seat unit includes the seat part of one module and the foot support part of another adjacent module.

It has been found that the use of a 3-point attachment between a unitary seat supporting structure and a pair of seat rails in accordance with the present invention allows the two seat rails forming the pair a greater degree of flexibility to move relative to each other in the event of unexpected loads are applied to the aircraft's infrastructure such as for example in the case of an emergency or crash landing, which thus reduces the likelihood of the structure detaching from the seat rails at one or more of the attachment points under such conditions.

In accordance with yet another aspect of the present invention, there is provided a passenger seat unit for a passenger vehicle, particularly an aircraft, which unit is adapted to provide seating and sleeping accommodation for a passenger, which unit comprises: a support structure adapted to carry the unit up from the floor of the vehicle;

a number of seat elements including a seat cushion element and a backrest element, which backrest element comprises first and second opposite sides, one of the sides having a first seat surface and the other side having a substantially flat second bed surface;

one or more additional support elements connected to or forming part of the support structure and located or deployable to be positioned next to the seat, where the or each additional support element has an additional, substantially flat passenger-bearing surface; and

that a seat movement mechanism adapted to connect the seat members to the support structure, which seat movement mechanism includes a seat transforming sub-mechanism adapted to be able to control the movement of the seat members so that the seat members can be selectively moved into a seat configuration adapted to provide a seat for the passenger and a bed configuration adapted to to provide a bed for the passenger, wherein the seat transforming submechanism is adapted to control the movement of back support members such that the back support member is pivotable from a first upright position, in which the first seat surface of the back support member cooperates with the seat cushion member to form a seat, to a second extended position in which the second bed surface is placed substantially flush with, and continuous with, one or more of the additional passenger-bearing surfaces to form the bed.

Thus, in accordance with the present invention, a passenger seat unit is provided which has a number of movable seat elements adapted to form a seat. The seat unit can also be converted into a bed configuration where the backrest element and one or more of the additional elements form a sleeping surface for a passenger. The present invention is characterized in that the back support element has a first surface which is specifically adapted for use as a seating surface and a second opposite surface which is specifically adapted for use as a sleeping surface.

Preferably, the seat movement mechanism is adapted to control the movement of the seat cushion element and back support elements in relation to each other. The seat transforming sub-mechanism can be adapted to control the movement of the back support element so that when the back support element is moved from the first position to the second position, the back support element tilts forward over the seat cushion element, and the back support element in the second extended position is placed over the seat cushion element. Advantageously, neither the seat cushion element nor the first seat surface of the back support element form part of the bed surface in the bed frame and can therefore be upholstered with materials particularly suitable for use on a seat. Likewise, the second bed surface of the back support is not used to form part of the seat in the seat configuration, and consequently the bed surface can be upholstered in a way that is particularly suitable for use as a bed. Furthermore, the materials used to upholster the seat elements used respectively in the seat configuration and the bed configuration may be differently colored and/or textured and/or patterned from each other in order to create a first environment or a "state" in an aircraft cabin when all or a major proportion of such passenger units in accordance with the present invention are configured in one of the configurations, and other different environment "or condition" when all or the main part of the units are configured in the other configuration. Said one surface of the backrest element may carry a layer of foam padding having a contoured first surface adapted to treat a backrest or part of a backrest of a seat, and the other surface may carry a layer of foam padding having a substantially flat second surface adapted to form part of the bed.

The seat transforming sub-mechanism can be adapted to control the movement of seat cushion elements so that when back support elements are moved from the first vertical position to the second extended position, the seat cushion element is allowed to move downwards in relation to the support structure. Thus, the bed surface of the seat unit can be arranged at a relatively low level up from the floor of the vehicle to make it easier for a passenger to get in and out of the bed.

Advantageously, suitable motor devices are arranged to automatically move the back support element between upright and extended positions and user-operable control devices are arranged to control the operation of the motor devices.

Advantageously, the seat movement mechanism further comprises a seat extending sub-mechanism which is adapted to allow the seat to be optionally tilted from an upright position to a fully extended position, where the backrest element is tilted backwards from the first upright position to a third fully extended position. The seat extending sub-mechanism can advantageously further be adapted to control the movement of seat cushion elements so that when back support elements are moved backwards from the first upright position to the third fully extended position, the seat cushion element is caused to tilt backwards. Thus, in the fully extended position, the back support element and the seat cushion element can be respectively oriented to provide an ergonomically comfortable seating position for a passenger using the seat unit. Both the extending effect of the backrest element and the tilting effect of the seat cushion element can be motorized under the control of user-operable control devices.

Advantageously, one or more of the additional recording elements are located or deployable to be positioned in front of or behind the seat. In some embodiments, one or more of the additional recording elements may comprise a footrest placed or placeable to be positioned in front of the seat and in the other position the second bed surface of the back support element may be placed essentially in the same plane and continuously with the footrest.

One or more of the additional elements may comprise a fixed rear extension surface located behind the seat. In some embodiments, the seat unit may further comprise a movable development element, and the seat converting sub-mechanism may be adapted to allow movement of the infill element between a lower, stowed position and a raised, extended position where the infill element extends essentially in the same plane and continuously with the other surface to the back support member in the second extended position and the rear extension surface, thereby forming a substantially flat, extended bed surface. The seat converting sub-mechanism can further be adapted to control the movement of filler elements so that the filler element is caused to move from the first upright position to the second extended position. The padding member may be pivotally connected to the lower end of the back support member so that when the back support member is moved from the first position to the second position, the padding member is caused to move from the stowed position to the deployed position.

The seat converting sub-mechanism may comprise a seat holder device which is pivotally connected to the support structure for tilting movement between a first seat position and second bed position. The back support element can be mounted on the holding device so that the back support element can be swung from the first upright position to the second extended position by tilting the holding device from the first position to the second position, and releasable locking devices can be arranged to optionally lock the holding device in the first and second positions. In some embodiments, the seat-holding device may comprise two opposite tilting plates. Said tilting plates can be connected with one or more torque tubes.

The seat cushion element may be pivotally mounted on the holding device, and the arrangement be such that when the holding device is tilted from the first position to the second position, the seat cushion elements are caused to move downwards from an upper extended position to a lower stowed position, and the back support elements are caused to tilt forward over seat cushion elements so that in the second extended position the back support element lies above the seat cushion element. The seat cushion element can perceive a front end and a rear end in relation to the back support element, and the seat cushion element can be pivoted to the holding device at or towards the rear end.

Suitably, the seat movement mechanism further comprises a support device for the seat cushion to support the front end of the seat cushion member. The support device for the seat cushion may comprise a sliding track located between the seat cushion element, a leg element having two opposite ends, one of the ends being pivotally connected to a front end of the seat cushion element, the other end being slidably engaged with the sliding track, and a tie rod connecting it second end of the leg member of the holding device, wherein the arrangement is such that when the holding device is tilted from the first position to the second position, the tie rod is moved to cause or allow the second end of the leg member to slide into the slide, the slide having a profile so that when the holding device moves from the first position to the second position, the leg element is moved downwards, which thus causes or allows the front end of the seat cushion element to move progressively downwards. The leg element can be pivoted to the seat cushion element at one end and pivoted to the slide at said other end. In some embodiments, the front end of the seat cushion element can be supported by two leg elements, each leg element being slidably engaged in a respective sliding track located next to a respective transverse side of the seat.

Preferably, the seat movement mechanism comprises a seat extending sub-mechanism adapted to allow seat elements to be optionally moved between an upright position and a fully extended position, when the holding device is placed in the first seat position.

The seat-extending sub-mechanism may comprise a curved track or rail attached to or formed in the holding device and having two opposite rail ends and a number of spaced track followers attached to the back support member, the track followers being adapted to engage and slide along the track or rail, where the rail is designed so that as the track followers slide along the rail from one end to the other, the backrest member is caused to tilt progressively rearward from the first upright position to a third fully extended position. The seat-extending sub-mechanism may further comprise an optionally operable two-way drive input for translationally moving the backrest element relative to the holding device, the arrangement being such that operation of the drive devices causes the track followers to slide along the curved track which thus causes the backrest element to tilt progressively between the first and third position.

Advantageously, the drive device can comprise a linear actuator connected between the back support element and the holding device. A linear actuator, for example such as a linear screw or ball screw can be stopped at any intermediate position between the first and third positions, thereby allowing the backrest member to be extended continuously between the first and third positions and to be stopped at any desired intermediate position.

In some embodiments, the linear actuator may include a linear screw or ball screw fixedly attached to the holding device, a screw engaging device pivotally connected to the back support member, and an optionally operable bidirectional motor carried by the holding device to rotatably drive linear screws or ball screws. The seat cushion element may have a front end and a rear end relative to the back support element, where the linear actuator may be pivotally connected between the holding device and the seat element, the linear actuator being attached to the seat cushion element at or towards the rear end to drive the seat cushion element progressively downwards relative to the support structure from a first upper position when the back support member is in the first upright position to a second lower position when the back support member is in the third fully extended position, and the seat movement mechanism may further comprise a seat cushion supporting device for supporting the front end of the seat cushion member when the rear end of the seat cushion members is driven downward, which thus causes the seat cushion to tilt progressively downwards when the back support element tilts backwards. Thus, in the upright position, the backrest element may be oriented substantially vertically and the seat cushion element may be located substantially horizontally. In the fully extended position, the backrest member is tilted rearward relative to the vertical position, and the seat cushion member is tilted rearward relative to the vertical position to form a comfortable lounge seating position. Preferably, the profile of the curvilinear groove, the length and position of the linear actuator, the positions of the pivot pins between the linear actuator and the backrest and the seat cushion elements and the design of the seat cushion supporting device are such that when the seat is progressively extended from an upright position to a fully extended position, it moves through a series of predetermined, ergonomically comfortable seating positions. Between the predetermined positions, the profile of the curved track etc. can be determined by interpolation. In some embodiments, the linear actuator may be coupled to the backrest member through a dead-end device to allow a small degree of relative translational movement between the seat cushion and the backrest members to allow the backrest and seat cushion members to assume the aforementioned ergonomically comfortable positions.

The seat converting sub-mechanism may comprise a selectively operable two-way actuator for locking and holding the device between the first seat position and the second bed position. Said actuator may comprise a double rocker connection with four rods, where the connection comprises a rocker and coupling link connected between the holding device and the rocker arm, and optionally operable two-way rotation drive means for operating the rocker arm, where the arrangement is such that operation of the rocker arm causes rocking of the holding device between first and other positions. The rotary drive device can comprise a motor, a worm drive and a worm wheel, where the worm wheel is fixed to the rocker arm. A worm drive/worm wheel anorcining is a non-reversible device, and with advantage, excessive forces are therefore applied to the holding device, for example in the case of a heavy passenger who sits down heavily in the seat, and not transmitted through the worm drive/worm wheel device to the engine. Furthermore, the rotation device is locked in the first and second positions.

However, to allow the holding device to be tilted manually when desired between the first and second positions, for example in the event of a failure of the engine or the power supply in an aircraft cabin, the worm drive may be detachable from the worm wheel.

The actuator can be attached to the support structure of the seat unit below the seat elements. The holding device can comprise two spaced side elements placed respectively on opposite sides of the back support element. The coupling connection can be connected to the side elements below the pivot point between the holding device and the support structure.

The present invention thus provides a passenger seat assembly for use on a vehicle, particularly an aircraft, wherein a back support member is mounted on support structures such that it can be extended rearward from an upright position to a retracted position for passenger comfort and can be swung forward to a substantially horizontal extension position above the top of the seat cushion element. The seat cushion member and a first surface of the back support member are padded in a manner suitable for use as a seat. However, the other inverted surface of the back support element is adapted for use as a bed surface. The seat may comprise one, and preferably two fixed or extendable additional extension surfaces behind and/or in front of the seat, and the back support element is pivoted to support structures such that, when pivoted to the second extended position, it meets one of the extension surfaces to form a substantially continuous surface with this. A movable filler element may be provided to fill the space between the back support element and the second extension surface when provided. The seat arrangement according to the present invention can thus be converted from a seat to a bed which is capable of accommodating even tall or tall passengers.

Advantageously, the seat unit according to the invention can be oriented at an angle of between 35-55°, preferably 40-50°, in relation to the longitudinal axis of an aircraft cabin so that an extension surface behind the back support element extends into a recess formed by a typical concave inner wall in the aircraft cabin. While the area in the cabin next to the concave cabin wall is not suitable, and has sufficient head height to accommodate the back support element in a vertical position, it can be used in accordance with the present invention to accommodate the rear extension surface which forms part of the bed surface in the bed configuration. The extension surface or surfaces, the filling element and the other surface of the back support element are preferably padded with foam pads or any similar material specifically for use as a bed. Thus, the bed surface of the seat unit according to the present invention can have a substantially flat surface which is oriented substantially horizontally when deployed.

It will further be understood that when the seat unit is arranged in the seat configuration with the back support element facing upwards, the rear extension surface behind the seat is essentially hidden and forms a useful storage space. Conveniently, the storage space can be used to store bed materials that are only needed when the seat unit is converted to the bed configuration. For example, the storage space defined by the rear extension surface behind the back support member can be used to make a comforter and/or a sheet and one or more pillows. Advantageously, such bedding is hidden when the seat unit is in the seating configuration, which gives the cabin an overall neat appearance. When the seat assembly is converted to the bed configuration, the backrest member is tilted forward over the top of the seat cushion member to expose the rear extension surface and to allow easy access to the bedding stored on the rear extension surface which can be manually deployed on the bed surface.

What follows is a description, only as examples, with reference to the attached drawings of embodiments of the present invention.

Figure 1 is a schematic plan view of a front part of an aircraft fuselage showing a seating system in accordance with the present invention comprising a number of individual seat units. Figure IA is an enlarged view of a portion of Figure 1 showing three adjacent seating units. Figure 2 is an isometric view of the three adjacent seat units according to Figure IA. In Figure 2, one of the seating units is shown in an upright seating configuration, another is shown in a reclined seating configuration, and the third is shown in a bed configuration. Figure 2A shows a portion of a support structure for a single seat unit of the type shown in Figure 2, with the movable seat elements removed. Figure 3 is a schematic side view of a first passenger seat unit for a vehicle in accordance with the present invention, shown in an upright seat configuration. Figure 4 is another schematic side view of the first passenger seat unit according to Figure 3, shown in a fully reclined seat configuration. Figure 5 is another schematic side view of the first seat unit according to Figures 3 and 4 shown in a bed configuration. Figure 6 is an isometric view of a portion of the first seating arrangement according to Figures 3-5 in the upright seating configuration, with the seat padding removed. Figure 6A is a side view of a back support component which forms part of the first seat unit according to Figure 6.

Figure 6B is an isometric view of back support components of Figure 6A.

Figure 7 is another isometric view of the part of the first seating arrangement shown in Figure 6 with the seating arrangement in the fully reclined seating configuration. Figure 8 is another isometric view of the part of the first seating arrangement according to Figures 6 and 7 with the seating arrangement in the bed configuration. Figure 9 is an isometric view of part of a seat movement mechanism in the first seat device according to Figures 3-8 shown in the bed configuration. Figure 10 is a side view of the part of the seat movement mechanism according to Figure 9, which shows the seat configuration. Figure 11 is another side view of the part of the seat movement mechanism according to Figures 9 and 10 shown in the bed configuration. Figure 12 is an enlarged isometric view of part of the seat movement mechanism according to Figures 9-11. Figure 13 is an isometric view of part of a seat tilting sub-mechanism according to the first seat device according to Figures 3-8. Figure 14 is an isometric view of a portion of a seat converting sub-mechanism according to the first seat device according to Figures 3-8, shown in the bed configuration. Figure 15 is another isometric view of that portion of the seat converting submechanism of Figure 14, shown in the seat configuration with a worm screw removed from a corresponding worm drive to allow manual movement of the seat converting submechanism between the seat and bed configurations. Figure 16 is an enlarged sectional side view of a part of the seat transforming sub-mechanism according to Figures 14 and 15. Figure 17 is a schematic plan view of yet another seat system in accordance with the present invention. Figure 18 is an isometric view of a passenger accommodation unit in accordance with the present invention, shown in a seating mode. Figure 19 is an isometric view of the passenger accommodation unit according to Figure 18 in a bed mode. Figures 20A-20C schematically show in side view intermediate conversion of the passenger accommodation unit according to Figures 18 and 19 between bed mode and seat mode. Figure 21A is a schematic, isometric view of the passenger accommodation unit of Figures 18 and 19 showing a passenger using the seat in the seat mode. Figure 21B is a schematic, isometric view of the passenger accommodation unit of Figures 18 and 19 showing a passenger using the seat in bed mode. Figure 22 is an isometric view of yet another seating unit in accordance with the present invention shown in a seating mode. Figure 23 is an isometric view of the passenger accommodation unit of Figure 22, shown in a bed mode. Figure 24A is a schematic, isometric view of the passenger accommodation unit of Figures 22 and 23 showing a passenger using the seat in seat mode. Figure 24B is a schematic, isometric view of the passenger accommodation unit of Figures 22 and 23 showing a passenger using the seat in bed mode. Figure 25 is an isometric view of a variant of the passenger accommodation unit according to Figures 22 and 23 which comprises sliding seat cushions or seat bases. Figures 26A-26C schematically show in side view different positions of the sliding seat cushion. Figure 27 is an isometric view showing a further variant of the passenger accommodation unit according to Figures 22 and 23. Figure 28 is a schematic sectional plan view of the upper and lower decks in a forward portion of an airframe showing another seating system in accordance with the present invention invention when applied to the upper decks and main decks of a Boeing 747-400® aircraft. Figure 29A is a schematic side view of a second passenger seat assembly in accordance with the present invention, which seat assembly is shown in a dining position. Figure 29B is a schematic side view of the second passenger seat device according to Figure 29A shown in an intermediate inclined position. Figure 29C is a schematic side view of the second passenger seat unit of Figures 29A and 29B in a fully reclined position. Figure 30A is a schematic side view of the second passenger seat assembly of Figures 29A-29C in yet another intermediate conversion position. Figure 30B is a schematic side view of the seat assembly of Figures 29A-29C and Figure 30A in a bed configuration. Figure 31 is a schematic plan view of yet another seating system comprising a number of passenger units in accordance with the present invention. Figure 32 is a schematic plan view of yet another seating system comprising a number of passenger seat units in accordance with the present invention. Figure 33A is a schematic side view of a third passenger seat in accordance with the present invention, which seat is shown in a seating configuration. Figure 33B is a schematic side view of the third seat unit according to Figure 33A, shown in an intermediate position. Figure 33C is a schematic view of the third unit according to Figures 33A and 33B in a bed configuration.

An airliner generally comprises a hollow spindle-shaped fuselage with a forward end and an aft end. A front end part 12 of a typical airframe 10 which is placed against the front end 11 is shown in figure 1 in the attached drawings as an example. The fuselage 10 forms a longitudinal plane axis indicated by dashed line A-A in Figure 1 between the front and rear ends, and the fuselage 10 tapers towards the front end 11 to form a nose section 15.

The fuselage 10 occupies many of the functions and facilities of the aircraft, including one or more passenger accommodation cabins 20,21. The number and size of the passenger cabins 20, 21 provided on a given aircraft depends on the available space within the fuselage for passenger accommodation and on the desired design of the passenger accommodation. The present invention is not limited to the use of any particular shape, size or number of passenger cabins. In figure 1, which is given only as an example, however, two cabins 20,21 are shown in the front part of the fuselage 12, a first cabin 20 is located inside the nose part 15 of the aircraft, and a second cabin 21 is located behind the first cabin 20, with a utility area 22 arranged behind the two cabins 20,21. The utility area 22 may include a galley 23 and one or more passenger toilets 24 as shown in figure 1.

As shown in Figure 1, an aircraft passenger cabin 20,21 is generally delimited by two opposing surface portions 26,28 of the inner surface of the hull 10. The opposing surface portions 26,28 actually constitute opposing side walls of the cabin 20,21. The cabin 20,21 also comprises a floor or deck 30 which is supported by suitable infrastructure (not shown) inside the hull and a roof (also not shown) which extends between the opposite side walls above the floor 30. The opposite side walls 26,28 are usually coated with a number of prefabricated, composite panels to give the cabin interior an attractive appearance and to provide thermal insulation between the cabin 20,21 and the exterior of the aircraft.

Embedded in the floor 30, the infrastructure of the hull 10 includes a number of pairs of seat rails 32,24 of the type well known to the person skilled in the art and indicated in figure 1 with dashed lines. Each pair of seat rails is essentially rectilinear and comprises a pair of substantially parallel rails for fixed attachment to the aircraft's infrastructure of a number of seats or other fixtures. Usually, an airplane passenger cabin 20,21 comprises two outer pairs of seat rails 32, each placed next to one or one of two opposite cabin side walls 26,28. Where space permits, a cabin 20,21 can also include one or more central pairs of seat rails 34 placed between the outer pairs of seat rails 32. As shown in Figure 1, the first cabin 20 comprises a single central pair of seat rails 34, while the second cabin 21 comprises two side-spaced central pairs of seat rails 34. Usually, a central pair of seat rails 34 runs essentially parallel to the longitudinal plane axis A-A. Where a passenger cabin 21 is located against a central part of the fuselage 10, away from the front and rear ends of the aircraft, such as for example the second cabin 21, the opposite side walls 26, 28 of the cabin 21 run substantially parallel to the longitudinal axis of the aircraft A-A, and the outer pair of seat rails 32 follow the line of the side walls 26,28 and thus also essentially run parallel to the longitudinal axis A-A of the aircraft. However, towards the nose portion 15 of the aircraft, the opposite side walls 26, 28 are curved and converge towards a front end 11. In such cases, the outer seat rail pairs 32 are consequently angled in relation to the aircraft's longitudinal axis A-A to extend at an oblique angle thereto.

Each cabin 20,21 occupies a number of seat units 40. As shown in Figure 1, within each cabin 20,21 the seat units 40 are arranged to form a number of columns 29 as described in more detail below. Each column 29 is fixedly attached to a respective pair of seat rails 32, 34 and runs substantially parallel thereto to form an imaginary column axis indicated by the lines B-B in Figure 1. As shown in Figure 1, the first cabin 20 comprises two columns 29 of the seat unit 40, each of the columns 29 is fixed to a respective one of the outer pair of seat rails 32. When the outer pair of seat rails 29 in the first cabin 20 is tilted with respect to the longitudinal axis A-A of the aircraft, the imaginary column axis B-B extends to each of the columns 29 for the seat units 40 in the first cabin also an oblique angle to the longitudinal axis A-A of the aircraft. The second cabin 21 comprises two outer columns 29 with seat units 40 and two mutually adjacent central columns 29 with seat units 40. Each of the outer columns 29 is attached to a respective one of the outer pair with seat rail 32, and each of the central columns 29 is attached to a respective one of the central pair of seat rails 34. As described above, the central pair of seat rails 34 runs essentially parallel to the longitudinal axis A-A, and consequently each of the central columns 29 with seat units 40 also runs essentially parallel to the longitudinal axis A-A to the plane. In the second cabin 21, each of the outer pairs of seat rails 32 also runs essentially parallel to the aircraft's longitudinal axis A-A, and consequently each of the outer columns 29 of the second cabin 21 runs essentially parallel to the aircraft axis A-A.

Figures IA and 2 show three adjacent seat units 40 which form part of one of the columns 29 according to Figure 1. Each seat unit 40 comprises a support structure 42 for attaching the seat unit to the floor 30. Said support structure 42 can be produced in any suitable way known to the person skilled in the art, but comprises preferably a load bearing, subframe (not shown) of aircraft grade steel, clad with one or more molded composite panels. Each seat unit 40 has a front end 51, a rear end 52 and two opposite sides 53 and 54. Located adjacent to the rear end 52, a support structure 42 comprises a seat housing 43 as shown in Figure 2A which forms a substantially cubic recess 44. Towards the rear of the recess 44 the support structure 42 forms a first, mainly flat, generally triangular surface 47 which, when the seat unit 40 is installed in the cabin 20, 21, runs largely parallel to the floor 30 of the cabin 20, 21, but with a slight inclination to this, which described in more detail below. Positioned against a first side 53 of the seat assembly 40, the support structure 42 forms a second substantially flat, generally triangular surface 28 which is substantially coplanar with the first plate 47 and, in some embodiments, as shown in Figures 2 and 2A may be substantially continuous with the first surface 47. Each of the first and second surfaces 37,48 is sufficiently strong to support at least part of a passenger. The second surface 48 has a first concave lateral edge 45 extending from a front end of the seat housing 43 outwardly and rearward to a point 46 between the front end of the housing 43 and the rear end 52 of the seat unit 40. The first and second surfaces 47, 48 forms a substantially linear second lateral edge 49 extending rearwardly and inwardly from point 46 to the rear end 52 of the seat unit. The first and second surfaces 47, 48 thus extend to the rear and one side of the cubic recess 44 and form the upper extension of the recess 44. The first and second surfaces 47, 48 are carried at a predetermined height up from the floor 30 to the cabin 20,21 of the support structure 42.

At the other side 54 of the seat unit 40, the seat housing 43 comprises an upwardly curved screen 60 having a convex rear portion 61 extending from the rear end 52 of the seat unit 40 to a rear end of the cubic recess 44 and a generally linear front portion 62 extending between the front and rear ends of the recess 44. The rear convex portion 61 has a curvature in plan view as shown in figure IA which corresponds to the curvature of the first concave lateral edge 45 of a second surface 48. The screen 60 extends substantially higher than the first and other surfaces 47,48 and serve as a personal screen for a passenger using the seat unit 40, around a rear end 52 and other side 54 of the seat unit 40.

Adjacent to the front end 51 of the seat unit 40, the support structure 42 comprises a divan which extends upwards from the floor 30 and has a substantially flat upper surface 66. The upper surface 66 is adapted to support a cushion 67 having a thickness such that the cushion 67 is placed essentially on the same plane as the first and second flats 47,48. The divan 65 is sufficiently strong to support the weight of a passenger so that the divan 67 can be used as an extra seat if desired. The support structure 42 further comprises a relatively small, additional person protection 68 around the forward end 51 of the seat unit 40.

The cubic recess 44 accommodates a number of movable passenger carrying elements which are connected to the carrier structure by a seat movement mechanism described in more detail below. The movable passenger supporting members comprise a seat cushion 71 and a backrest 72. The seat movement mechanism allows the passenger supporting members to be optionally configured to provide a seat for a passenger, as shown in the center of the right seat units 40 of Figure 2, or a bed as shown in the left seat unit 40 according to figure 2.1 the seat configuration, the movable passenger-carrying elements 71, 72 are optionally movable between an upright or dining position as shown in the right seat unit 40 according to figure 2 and an inclined or resting position as shown in the middle seat unit 40 in figure 2.

The movable passenger supporting members 71,72 are attached to the support structure 42 through the seat movement mechanism so that, in the seat configuration, the seat cushion 71 is occupied in the cubic recess 44 in the housing 43, and the backrest 72 extends upwards from the recess 44 to the food side of the seat cushion 71 and extends transversely between the first and second sides 53,54 of the seat unit 40. As perceived by a passenger using the seat unit 40, the seat unit 40 therefore forms an imaginary longitudinal seat axis which extends between the front and rear ends 51, 52 of the seat unit 40 and is indicated in figure IA with dashed line C-C.

In the fully upright position, the seat cushion 71 is placed substantially at the same level as the first and second surfaces 47 and 48 of the housing 43 and is brought to a distance rearward by the divan 65, so that the cushion 67 provides a foot support for a passenger using the seat unit 40.1 in the inclined position, the backrest 42 is inclined backwards in relation to its position in the upright position and the seat cushion 71 is tilted slightly backwards to provide an ergonomically comfortable resting seating position. Again, in the resting position, the cushion 67 of the divan 65 provides a footrest for the passenger. The backrest 72 comprises a front surface 73 and a rear surface 74.1 the upright and inclined position cooperates the front surface 73 of the backrest with the seat cushion 71 to form the seat for the passenger. In the bed configuration, as shown in the left seat unit of Figure 2, the backrest is tilted forward relative to the seat unit and is partially recessed within the cubic recess 44 so that the rear surface 74 of the backrest 72 is substantially flush with the first and second surfaces 47,48 and with the cushion 67 of the divan 65. The rear surface 74 of the backrest 72 is also essentially continuous with the second surface 48 and the cushion 67 in the bed configuration. The seat movement mechanism includes a movable padding member 76 as shown in Figure 1A, which is moved from a stowed position to a extended position when the seat is converted from the seat configuration to the bed configuration. In the bed configuration, the infill element 76 is placed between and substantially in the same plane as to be continuous with the rear surface 74 of the backrest 72 and the first surface 47.1 The bed configuration thus provides the seat unit 40 with an extended bed surface for the passenger, where the bed surface extends backwards from the seat at the first surface 47, across the seat at the second flat 48 and forward of the seat at the cushion 67 to the divan 65.

With reference to figures 1 and 1A, the seat unit 40 inside each column 29 is attached to the respective pairs of seat rails or tracks 32, 34 so that the imaginary longitudinal seat axis C-C of each seat unit 40 extends further at an acute angle with the imaginary longitudinal column axis B-B, and the seat units 40 are arranged side by side in a longitudinally offset relationship to each other so that each seat unit 40 forms a substantially triangular or trapezoidal space 36 at the back of each seat 71, 72. The seat units 40 are arranged inside the column 29 so that the convex portion 61 of the person protection 60 of a seat unit 40 substantially continuously abuts the first concave lateral edge 53 of another adjacent seat unit 40. As best shown in figure IA, the space 36 on the back of the seat 71, 72 of each seat unit 40 is thus occupied by the first surface 47 to a seat and the second surface 48 to the second adjacent seat, the first and second surfaces 47,48 of the one and second seat unit 40 re spectively are separated from each other by the person screen 60 at one seat unit 40. The space 36 behind each seat 71, 72 is thus used to extend the entire length of the bed surface 47, 48, 67, 74, 76 provided by the seat unit 40 in the bed configuration backwards from the seat 71, 72 into room 36.

The acute angle at which the seat unit 40 within a column 29 is oriented in relation to the imaginary column axis B-B depends on the desired cabin design. Typically, however, the sharp wall extends at the imaginary seat axis C-C to each seat unit 40 and the column axis B-B in the range 30° to 60°, preferably 40-50°, for example around 40° as shown in Figure 1. The seat unit 40 can be oriented to facing inwards or outwards in relation to cabins 20,21.1 the first cabin 20 according to Figure 1, it can be seen that each of the outer columns 29 has passed up to a respective one of the opposite side walls 26,28, and the seat units 40 inside each column 29 faces inwards. The other lateral edges 49 of the seat units 40 in each column 29 lie substantially on the same line to form an elongated outer column edge which extends up to the side wall 26, 28 of the cabin 20. As a result of the curvature of the side walls 26, 28 of the first cabin 20 there is a small gap 27 between the outer column edge and each side wall 26,28 and usually the gap becomes

27 filled using suitable infill panels of the type well known to those skilled in the art.

In the second cabin 21, the seat unit 40 in each outer column 29 also faces inwards and forwards in relation to the cabin 21. It will be seen from Figure 1 that when the side walls 26,28 of the second cabin 21 are usually less curved at the side walls 26,28 to the first cabin 20, the other side edges 49 of the seat units 40 are placed closer to the side walls 26,28 than in the first cabin 20 and thus there is no or essentially no gap between the outer column edges of the seat units and the opposite side walls 26,28 in the cabin. The seat units 40 of the two central columns 29 in the second cabin 21 also face forwards, but are oriented to face outwards in relation to the cabin 21. The two central columns 29 are arranged back to back so that the second linear edge 49 of each seat unit 40 in one central column 29 is placed substantially continuously with a corresponding second linear edge 49 to the second seat unit 40 in the second central column 29. As with column 29 of a first cabin 20, however, the seat units 40 to column 29 in the second cabin 21 arranged so that towards the back of each seat 71,72 the seat unit 40 forms a largely triangular or trapezoidal space 36 which is occupied by the first surface 47 of a seat unit 40 and the second surface 48 of another adjacent seat unit 40.

A person screen can be arranged between the two central columns 29, where the screen can comprise a movable partial element between each pair of corresponding seats 40 in the two central columns 29, which position element is optionally movable automatically between a laid out position, where the position element effectively forms a person screen between the two seats 40 in the pair, and a stowed and retracted position, in which the position element has been removed, so that passengers using the two corresponding seats have no boundary between them in either the bed mode or the seat mode.

It has been found that the seating system in accordance with the present invention allows each seat unit 40 in the bed configuration to provide a bed surface for a passenger having a length of at least 2.032 meters with a distance between adjacent seat units 40 within each column 29 of 1.27 to 1 .52 meters. In some cases, it is possible to provide a total bed length in the bed configuration of over 2.16 meters with such a distance division.

It will be understood that when the movable passenger supporting elements 71, 72 of a seat unit 40 in accordance with the present invention are placed in a dining or resting seat configuration as shown in Figure 2, the space 36 behind the seat 71, 72 is hidden by the upright or sloping backrest 72. The space 36 thus provides a usable storage space which can be used in particular to store bedding such as pillows, blankets, quilts and the like when the seat unit 40 is used as a seat. Such bedding materials can be stored within the space 36 behind the seat 71, 72 so that the bedding materials are carried by the first surface 47 towards the rear end of the seat 71, 72. When a passenger wishes to lie down, the movable passenger-carrying elements 71, 72, 76 can optionally be moved to the bed configuration as shown in Figure 2, thereby exposing space 36 at the back of the seat 71 and 72 which provides easy access to the bedding stored therein. With the movable seat members 71, 72, 76 in the bed configuration, the extended bed surface provided by the seat unit 40 can be manually uprighted with bedding by a passenger or operator to provide a fully upright set for the passenger.

In the seating configuration, a first passenger using the seat unit can sit on the seat formed by the seat cushion 71 and the backrest 72, and a second passenger who may wish to visit the first passenger can sit on the additional seat provided by the divan 65.

As shown in figure IA, the second surface 48 of the seat unit 40 carries a hinged armrest 75 which is hinged to the support structure 42 for swinging movement in the plane of the second surface 48 between a stowed position as shown in figure IA in which the armrest 75 extends substantially parallel to the second linear edge 49 and a deployed position (not shown) in which the armrest 75 extends substantially parallel to the imaginary seat axis C-C between the front and rear ends of the cubic recess 44 until the seat formed by the seat cushion 71 and the backrest 72, so that a passenger who uses the seat, which one of the person's arms on the armrest 75. Alternatively, the armrest 75 can be stored inside a recess (not shown), formed in the side surface 48 and devices can be arranged for translational movement of the armrest vertically between a stored position, in which the armrest is occupied within the recess, flush with the head surface 48, and a deployed position where the armrest protrudes from the recess to provide provide an armrest for someone sitting on the seat. This alternative has the advantage that in the stored position the armrest does not obstruct the available surface area provided by the head surface 48. Another fixed armrest (not shown) can be carried by the screen 60.

The seating system in accordance with the present invention thus comprises a number of independent seating units 40, each of which provides individual seating and sleeping accommodation for a passenger. Within each column 29, it will be seen that the screen 60 of the second side 54 of a seat unit 40 and the screen 60 of another adjacent seat unit 40 placed next to the first side 53 of one seat unit 40 form a number of enclosed, private spaces for a passenger who uses a seat unit 40.

Each seat unit 40 in accordance with the present invention comprises a seat housing 43 and a divan 65, which divan 65 is moved forward from the seat housing 43. However, the seat units 40 according to the present invention as described above can be conveniently produced by integrating the seat housing 43 to a seat unit 40 with the couch 65 to another adjacent seat unit 40. Thus, the support structure 42 that forms the seat housing 43 of a seat unit 40 can be integrated with the support structure 42 that forms the couch 65 of the second adjacent seat unit 40. Thus, the seat system in accordance with the present invention consists of a number of seat modules 80 as shown in figure IA, each module 80 comprises the seat housing 43 and movable seat elements 71, 72, 76 of a seat unit 40 and the divan 65 of another adjacent seat unit 40. When attaching a number of seat modules 80 to a pair seat rails 32,34 in a cabin 20,21, a number of seat units 40 can be mounted, where each unit 40 comprises the seat housing 43 of a module and the divan 65 to another adjacent module 80.

Each seat module 80 is attached to a pair of seat rails 32,34 at three points as shown in figures 1 and 1A. In particular, each seat module 80 is attached to a seat rail in the pair 32, 34 at two spaced points 38 and to the other seat rail of the pair 32, 34 at a single point 39. Each seat module 80 can be attached directly to the seat rail pair 32, 34, or alternatively can the support structure 42 of each module 80 comprise a plinth or pallet (not shown), which plinth or pallet is attached to the seat rails 32, 34.1 in each case the support structure 42 or the plinth or pallet is attached to the seat rails 32, 34 using footing means of the type well known to those skilled in the art. The use of a 3-point attachment 38,39 to attach a seat module 80 to a pair of seat rails 32,34 has been found to be advantageous over a conventional 4-point attachment. More specifically, it has been found that a 3-point attachment provides a greater degree of flexibility between the two seat rails of a pair 32,34, thereby allowing the two seat rails to move or bend relative to each other in the event of an emergency landing or crash with a reduced risk of the seat modules 80 lifting from the seat rails 32,34.

The configuration of each seat unit 40 and the arrangement of the seat units 40 within a cabin in accordance with the present invention allows an occupant of each seat unit 40 to easily access the seat unit 40 from the aisle and vice versa.

A first passenger seat unit in accordance with the present invention is shown in figures 3-5. The first passenger seat unit can suitably be used to form a seat unit 40 for the seating system described above with reference to figures 1, 1A, 2 and 2A. However, the person skilled in the art will understand that the seat system in accordance with the present invention is not limited to the use of the seat unit according to figures 3-5. In general, the seating system described above may comprise any seat unit 40 forming an imaginary, longitudinal seat axis C-C and comprising a support structure 42 for carrying the seat unit up from the floor 30 of a vehicle, devices 71,72 forming or configurable to form a seat comprising a seat cushion 71 and a backrest 72 and devices 47,48, 67,74,76 which form or are configurable to form a substantially flat bed, a main part of which bed is located forward of the position of the seat, where the bed extends backwards behind the seat to form the flat bed.

In Figures 3-5, parts of the first passenger seat unit corresponding to parts of the seat unit 40 according to Figures 1, 1A, 2, 2A are indicated by the same reference numbers, with the addition of a preceding number "1".

The first passenger seat unit 140 in accordance with the present invention has a front end 151, rear end 152 and two opposite sides 153 and 153. The seat unit 140 comprises a support structure 142 for firmly attaching the seat unit 140 to seat rails laid in the floor 130 of a vehicle and for to carry the seat unit 140 up from the floor 130. Any suitable footing of the type known to those skilled in the art may be used to attach the support structure 142 to a pair of seat rails. While the first passenger seat unit 140 according to figures 3-13 is particularly suitable for use on a passenger aircraft, it can also be suitably used on other forms of passenger vehicles such as for example trains, carriages and waterborne vessels, including passenger ships and ferries and hovercrafts.

The support structure 142 comprises a seat housing 143 located substantially toward a rear end 152 of the unit 140 and a divan unit 165 located substantially toward a front end 151 of the unit 140. The seat housing 143 forms a generally rectilinear or cubic recess 144 which is open in its upper end 201 and front end 202 and closed at its rear end 203 by a suitable vertically running rear wall 204 and at each side by two spaced apart projecting, essentially vertically projecting side walls 205,206.1 Figures 3-5 only one of the side walls 205 is visible. Towards the rear of the recess 144, the seat housing 143 forms a substantially flat first upper surface 147 and between one side of the recess 144 and a side 153 of the unit, the housing 143 further forms a substantially flat second upper surface 148 which is essentially the same plane, and can also be substantially continuous with the first surface 147. The first and second upper surfaces 147 and 148 are sufficiently strong to support at least a portion of the weight of a passenger using the seat assembly 140.

The divan unit 165 is located in front of the seat housing 143 and has a substantially flat upper surface 166 which carries a cushion 167 which has a flat upper surface 169 which is substantially flush with the first and second upper surfaces 147,148 of the seat housing 143. The divan unit 165 is also sufficiently strong to support the weight of a passenger and can be used as an auxiliary seat or extra seat.

Each of the side walls 205,206 of the recess 144 carries a rotary bearing 222. This rotary bearing 222 is flush with each other to form a transverse axis which runs across the recess 144 essentially parallel to the floor surface 130, but at a slight inclination to it as described in more detail detail below. The rotation bearings 222 are placed at a height above the bottom surface 130 approximately midway between the floor surface 130 and the first and second upper surfaces 147,148. the rotation bearings 222 are also located essentially at the back inside the recess 144 against the rear wall 204. Each of the rotation bearings 222 occupies a respective laterally extending pivot pin 221 for a seat movement mechanism 220 as shown in figures 6-8 where the support structure 142 is omitted for clarity.

Each pivot pin 221 is attached substantially centrally to a substantially flat, outwardly facing surface 226 of a respective, substantially lenticular rocker plate 223. Each rocker plate 223 has a substantially linear first edge 224 and an opposing inclined second edge 225. Figures 9-11 include detailed view of the rocker plates 223. Each rocker plate has an upper end 228 and a lower end 229, and two rocker plates 223 are fastened together by means of a substantially cylindrical transverse first torque tube 230 with two exposed ends 231 and 232. Each end 231,232 of the torque tube 230 is connected to an inner surface 227 of a respective one of the rocker plates 223 located next to the lower end 229. The first torque tube 230 thus serves to unite the two rocker plates 223 which form a recess 235 between their respective opposing inner surfaces 227. The united rocker plates 223 is thus capable of tilting movements in relation to the seat housing 143 around the pivot pins 221 connected to the rotation bearings 222.

The inclined edge 225 of each rocker plate 223 is pivotally connected towards its lower end 229 to an end 242 of a link arm 241 through a suitable pin joint. The other end 243 of the link arm 241 is pivotally connected to an arm 244 of a rocker arm 245. As shown in figures 14 and 15, the other end 246 of the rocker arm 245 is fixedly attached next to a respective end 251, 252 of a second rotatable torque tube 250.1 a end 251 is the second torque tube 250 rotatably carried inside a hollow worm gear housing 260.1 the other end 252 is the second torque tube 250 rotatably mounted in a bearing 253 carried by the second side wall 206 in the recess 144.

Said worm gear housing 260 has a substantially flat bottom surface 261 and forms a substantially cylindrical inner cavity 262 which accommodates the bearing for one end 251 of the second torque tube 250. Said one end 251 of the second torque tube 250 is fixed coaxially to a worm gear 271 which is occupied within the cavity 262. The housing 260 has an upper wall 263 which is partially cut away as shown at 264 to expose the teeth of the worm gear 271. The housing 260 is fixedly attached to the support structure 142 of the first seat unit 140 inside a recess (not shown) inside the first side wall 205, under the second upper surface 148 of the back of the recess 144, up to the rear wall 204.

The upper wall 263 of the housing 260 is formed with a substantially upwardly projecting lug 265, and a substantially cylindrical lead screw housing 273 is hinged to the lug 265 for movement between an engaged position as shown in Figure 14 and a disengaged position as shown in Figure 15. Lead screw housing 273 is shaped so that in the engaged position the housing 273 fits with the upper wall 263 of the worm gear housing 260. As shown in Figure 15, the worm gear housing 273 is cut away as shown at 274 to allow the teeth of the worm gear 271 to protrude into the inside of the worm gear housing 273. As shown in figure 16, the screw housing 273 accommodates a screw 270 which is rotatably mounted between two opposite axial bearings 272. The screw 270 is rotatably connected via a coaxial spindle 75 to an electric motor 280 which has a motor housing 281 which is firmly attached to the screw housing 273. As shown in figure 16, the motor housing 281 is connected to the worm gear housing 260 through two joint arms 282, 283 which form a "broken joint" device. One of the link arms 282 is pivotally attached to the engine housing 281 at one end 284 and to a first end of the other link arm 283 at the other end 285. A second end 286 of the second link arm 283 is pivoted to the worm gear housing 260. One link arm 282 is substantially larger than the second link arm 283 and, in the engaged position, the three pivot points 284,285,286 are on the same line so that the pivot point between the other end of the second link 283 and the worm gear housing 260 is located between the pivot point 284 of a link arm 282 of the motor housing 281 and the pivot point 285 between two joint arms 282,285, so that the worm screw housing 273 is prevented from detaching from the worm gear housing 260. One link arm 282 can usually be rotated clockwise as shown in housing 16, which causes the other link arm 283 to also rotate clockwise, "breaking" the irin direction between the three pivot points 284,285,286. The auger screw 273 can then detach from the auger drive, which allows the rocker arms 245 to rotate freely about the axis formed by the second torque tube 250, the link arm 282,283 serving to limit the extent to which the auger screw housing 273 can be detached from the auger screw housing 260. Alternatively, instead of the fracture joint device, the auger screw housing 273 could be releasably attached to the worm gear housing 260 by means of, for example, a removable bolt.

As shown in Figure 9, the inner surface 227 of each rocker plate 223 is produced with an elongated, substantially linear recess 301 which is substantially rectilinear in cross-section and extends substantially parallel to the first edge 224 from a lower end 302 set against the lower end 229 of the rocker plate 223 to an upper end .303 at a point between the upper and lower ends 228,229 of the plate 223. As shown in Figures 3 to 5, the oblong recess 301 accommodates a linear screw 304 having upper and lower ends 305,306 as shown in figure 13.1 some designs, the ball screws or other suitable non-reversible linear actuator devices can be used instead of the two linear screws. At its upper end 305, each linear screw 304 is rotatably mounted in a bearing 307 which is fixedly attached to the rocker plate 223 at the upper end 303 of the recess 301. The lower end 306 of each linear screw 304 is received in a gear housing 310 which is fixedly attached to the inner surface 227 of the respective surface 223. (In Figure 13, one of the gear housings 310 is omitted to reveal the detail at the lower end 306 of the linear screw 304). The lower end 306 is carried by a rotary bearing 308 inside the gear housing 310 and is rotatably connected through a bevel gear 311 to a respective end 313,314 of a rotatable drive shaft 312.1 one end 314, the drive shaft 312 is connected through a pair of meshing pinions 315,316 to a stepper motor 318 which is mounted to the gear housing 310 so that operation of the motor 318 causes rotation of the shaft 312 and thus rotation of the linear screws 304.

Each linear screw 304 carries a nut 320 which includes a shaped body 321. The body 321 is substantially T-shaped in cross-section and includes a substantially rectilinear sliding portion 322 which is shaped to form a tight but free-sliding fit within the linear recess 301 shaped in the inner plate 227 of the respective rocker plate 223. The sliding part 322 accommodates the linear screw 304 in itself and comprises internal formations (not shown) for alignment with the screw 304. The body 321 further comprises a pair of opposite wing parts 324, where these have a mainly flat outer surface 325, in outer surfaces 325 of the two wing parts 324 are essentially in the same plane with respect to each other. The body 321 has a substantially flat inner surface 326. With the sliding portion 322 inserted in the linear recess 301 of the respective tilting surface 223, the outer surface 325 of the wing portion 324 lies close to the inner surface 227 of the tilting plate 223.

With reference to figure 6, each of the nuts 320 is connected through a wobble joint 329 to a respective lateral side edge 331, 332 of a structural diaphragm 330 which forms part of a seat cushion element 171 which is passed in the recess 235 between two opposing rocker plates 223. Diaphragm 330 can include molded composite panel or a light weight perforated aluminum sheet. The seat cushion member 171 has a rear end 333 and a front end 334, where the sway bar connections 329 are adapted to the diaphragm 330 towards the rear end 333 to allow the front end 334 of the seat pan member 171 to be tilted upwards or downwards relative to the rear end 333 which moves less relative to the rocker plate 223. The seat cushion member 171 includes suitable padding and covers carried by the diaphragm 330 to provide a comfortable seating surface for a passenger using the seat assembly 140 (the padding and covers are omitted in Figures 6-8 for illustration). .

Positioned against the front end 334, the diaphragm 330 is pivotally connected to an upper end 341 of a dependent lifter 342. The other end 343 of the lever arm 342 is connected to a slider 345 which is slidably held in an elongated, substantially linear slide groove 350 which is fixed attached to a respective one of the side walls 205,206 of the seat housing 143 inside the recess 144. As best shown in Figure 3, each sliding track 350 is oriented at an angle in relation to the floor flag 130 so that the sliding track 350 runs forwards and upwards inside the recess 144 between an upper end 351 and lower end 352. The other end 343 is the lever arm 342 is also pivotally connected to a lower end 354 of a tie rod 355, which tie rod 355 has an upper end 356 which is pivotally connected to the first linear edge 224 of the respective rocker plate 223 placed next to the lower end 229 of the rocker plate 223.

With reference to Figure 9, the inner surface 227 of each rocker plate 223 is also designed with a long inclined rail 360 which runs along the second inclined edge 125 between an upper end 361 until the upper end 228 of the plate 223 and a lower end 362 until the the lower end 229 of the plate 223. Between the linear recess 301 and inclined rail 360, the inner surface 227 of each plate 223 is also formed with a short linear gap 365 which extends from an upper end 366 near the upper end 361 to grooves 360 to a lower end 367 to the upper end 303 of a linear depression 301. As best shown in Figure 3, the linear gap 365 is angled with respect to the linear edge 224 of the plate 223 so that when the gap extends downwards from the upper end 366 to the lower end 367, it extends inwards from the linear edge 224 towards an inclined rail 260. It can also be seen that the inclined rail 360 and linear gap 365 diverge from each other from their respective upper ends 361, 366 towards their respective lower ends 362, 367.

The inclined groove 360 on each line plate 223 slidably receives two spaced friction blocks 371 which are firmly attached to the outer surface 372 of a respective lower side member 373 of a lower back support member 374 as shown in Figures 6A and 6B. The lower back support member 374, together with an upper back support member described in more detail below, forms a back support component 172. Each lower side member 373 is substantially L-shaped with an upper end 375, a lower end 376 and a substantially linear rear edge 377. At the lower end 376, each lower side member 373 comprises an extended foot portion 378 having a forwardly projecting nose 379. Each lower side member 373 has a substantially forward edge 381 which extends between the upper end 375 and the extended foot portion 378 at a slight angle to the rear edge 377. As shown in Figures 6A and 6B, one of the friction blocks 371 on each lower side member 373 is mounted to the outer surface 372 at the lower end 376 of the side member 373 at an angle of about 45° to the lower edge 377. second friction block 371 is mounted to the outer surface 372 close to the rear edge 377 at a point between the upper and lower ends 375,376. The second friction block 371 also forms an angle with the rear edge 377, but that angle is smaller than the angle formed by the one friction block 371 and the rear edge 377.

Between the two lower side members 373, the lower back support member 374 comprises a substantially flat diaphragm 385 which is spaced inwards by both the front and rear edges 377 and 381 to form rear and front lower recesses 386 and 387 respectively. Like the seat diaphragm 385, it may comprise a molded composite panel or a perforated metal sheet of the type well known in the manufacture of aircraft seats.

The outer surface 372 of each side member 373 is further formed with a generally rectilinear shaped cavity 390 having a peripheral side wall 391. The cavity 390 is covered by a cover plate 380 (omitted in Figures 6A and 6B for clarity) which is fixedly attached to it outer surface 372 of the side member 373. The side cavity 390 accommodates a substantially triangular rocker arm 392 having an upper arm 393 and a lower arm 395. The rocker arm 392 is pivotable substantially centrally to the side member 373 at its blunt apex 396. The lower arm 395 is arranged at its outer end with an outwardly directed pin 397, and an upper arm 393 is designed at its outer end with an ear 398. The tilt lever arm 392 is thus able to tilt around its pivot pin 396 with a corresponding tilting movement in the upper and lower arms 393,395. Movement of the rocker arm 392 is limited by the side wall 391 of the cavity 390 so that the upper arm 393 can rock between a position as shown in Figures 6A and 6B where the ear 398 is positioned fully forward and another position (not shown) in which the upper arm 393 is placed at the very back.

The pin 397 on the lower arm 395 is slidably engaged in the linear gap 365 formed in the inner surface 227 of the respective rocker plate 223. As best shown in Figure 3, the lower back support element 374 extends upwards from the rear end 333 of the seat cushion element 171 and is pivotable at its upper end 375 to the upper back support element 394. The upper back support element 394 comprises two spaced upper side elements 402 and a substantially flat upper diaphragm 403 which extends between the upper side elements 402. Each of the upper side elements 402 has a substantially linear rear edge 404 and a generally linear front edge 405, and the upper diaphragm 403 is spaced inwardly of both the rear and front edges 404,405 to form front and rear upper recesses 406 and 407 respectively. The lower and upper front recesses 387,408 receive cushions specially designed to form a comfortable back support surface which together with the cushions in the seat cushion member 171 form a dedicated seating surface for a passenger. The back support padding is drawn to match the features of the padding on the seat cushion member 171. The padding and features of the upper and lower back support members have been omitted in Figures 6, 6A, 6B, 7 and 8 for clarity. The upper and lower rear recesses 386,406 form a substantially continuous recess which receives a substantially flat pad or mattress suitable for forming a bed surface. Again, this is omitted in figures 6, 6A, 6B, 7 and 8 for clarification. More specifically, however, the back support padding arranged in the upper and lower front recesses 387 and 407 may have a different style or color to the cover of the rear cushion or mattress. Furthermore, the padding arranged on the front and rear surface respectively in the back support component can have different degrees of compliance that are suitable for the seat and bed purposes.

Each of the upper side members 402 has an upper end 409 and a lower end 411. Each upper side member 402 is pivotally connected to the upper end 375 of the respective lower side member 373 at 410 between the upper and lower ends 409 and 411 so that each upper side member 402 extends downwardly from the pivot point 410 to form a leg portion 412 having a substantially U-shaped cutout 414 at the lower end 411. The U-shaped cutout 414 slidably receives the ear 398 formed on the upper arm 393 of the respective rocker lift arm 392 for to transfer tilting movement of the arm 392 to the upper side element 402. Thus, the tilting movement of the tilting lever arm 392 around its central pivot point 396 causes a corresponding tilting movement of the upper backrest element 394 around the pivot point 410 between the upper and lower backrest elements.

With reference to Figure 3, each nose 379 of each lower side member 373 is connected

through a dead-end device 420 to one of the wing parts 325 on the nut 320 distributed on the linear screw 304 to the respective rocker plate 223. Each dead-end device 420 comprises a pin attached to the respective wing part 325 at 328, which pin is occupied in a short slot assigned in the nose 379 on the lower side element 373.

With reference to figures 9-12, a curved edge 225 of each rocker plate 223 is formed towards an upper end 228 with a projecting ear 431 which is pivotally connected to an end 433 of an arm member 432 which arm member 432 terminates at a distance from the ear 431 in a other end 434. The two arm members 432 carry a transverse infill diaphragm member 440 which carries a substantially rectilinear infill pad 442 with an upper surface 443.

Up to the cam 431, the outer surface 226 of each rocker arm 223 carries a small dog leg member 450 which is pivoted to the rocker plate 223 at 451 between the ear 431 and the lower end 229 of the plate 223. This dog leg member 450 has a first arm 452 provided with a hook 453 in its outer end and a second arm 454 provided with a cam follower 455. Each arm element 432 has an outwardly extending holding stroke 456 and the outer surface 226 of each rocker plate 223 is designed with an outwardly projecting stop pin 457 which is located between the pivot point 451 and the curved edge 225 to the plate 223. The dog leg element 450 is freely rotatable around the pin 451 and the stop pin 457 serves to limit rotation with the U pointer of the dog leg element 450 to the plate 223 as shown in figures 9-12. (The stop pin on the second rocker plate 223 limits clockwise movement of the corresponding dog leg element 450).

The cam follower 455 on the second arm 454 of the dog leg member 450 contacts a cam 460 (see Figures 8 and 12) formed on the respective side walls 205 and 206 of the recess 444 to control the movement of the dog leg member 450.

As shown in Figure 3, the first seat unit 140 as described above can be arranged in an upright seat configuration where the rocker arms 245 extend forward in relation to the rotating shaft 50 inside the recess 144 and the link arms 241 are essentially in the same line with the rocker arms 245 so that they unite rocker plates 223 are oriented in a seating configuration as shown in Figures 3, 4, 6, 7 and 10 where the linear edge 224 of each rocker plate 223 extends upwards and backwards within the recess 144, with the uneven grooves 360 on the two rocker plates 223 extending in substantially downward and forward into the recess 144. Since the link arms 241 and the rocker arms form an angle of 180° to form a pressure strut in the seat position, any load is applied to the rocker plate 223 linearly to the second torque tube 250, and no rotational force is applied to the worm drive 271. with advantage, the seat conversion mechanism of the seat unit is capable of withstanding large forward forces without the need for any further detachable mechanical coupling, sl ik like a blast bolt, between the seat movement mechanism and the support structure. In the upright seat configuration, the nuts 320 are located in the upper ends 305 of their respective linear screws 304 shown in Figure 13, and the lower ends 343 of the lever arm 342 are located in the upper ends of the slideways 350 so that the seat cushion member 171 is located substantially horizontally within the recess 144, with the upper surface of the seat cushion padding at approximately the same level as the first and second upper surfaces 147,148 of the seat housing 142 and the upper surface 169 of the cushion 167 of the divan 165. The friction blocks 371 on the lower side members 373 of the lower back support member 374 are located at the upper ends 361 of the uneven grooves 360 into the rocker plate 223, and the tabs 397 of the rocker lever arm 392 are located at the upper ends 366 of the linear slots 365 of the rocker plates 223. Accordingly, the upper arms 393 of the rocker lever arm 392 are positioned completely forward within their respective cavities 390, so that the upper back support member 394 is substantially in line with the lower back member 373.

In the upright position according to Figure 3, dog leg elements 450 on the rocker plates 223 are detached from the respective cam elements 460 and the arm elements 432 are placed, as shown in Figure 10, in a stowed position with the filler cushion 442 placed essentially under the first upper surface 147 of the seat housing 143.1 in the upright position, the cushion 408 on the upper and lower back support element 373, 394 forms an ergonomically comfortable seat with the padding on the seat cushion element 171.

In the upright position, the seat formed by the seat cushion member 171 and the back support member 172 is generally suitable for eating. The divan unit 165 is placed at a distance from the seat cushion element 171 and can be used as a foot rest for the passenger.

From the upright position according to Figure 3, the seat unit can be tilted to a fully extended position as shown in Figure 4 which follows. When the stepper motor 318 is operated, the linear screws 304 on the rocker plates 223 are caused to rotate. As the nuts 320 are restrained from rotation by the linear screw 304, the nuts are torn translationally along the linear screws 304 toward the lower ends 302 of the recesses 301 formed in the opposing inner surfaces 227 of the rocker plates 223. As the nuts 320 are driven downward, the rear end 333 of the seat cushion element 171 is also driven downwards in relation to the front end 334 which is pushed by the lever arm 342. The rear end 333 of the seat cushion element 171 is thus driven downwards which causes the seat cushion elements to tilt backwards around the pivot pin between the upper ends 341 of the lever arm 342 and a front end 334 of the seat cushion diaphragm 330. As the linear screws 304 proceed downwards and forwards inside recess 144, the seat cushion element 171 is also driven forward, which forward movement is taken up by forward tilting of the lever arm 342 around the pivot pins between the lower ends 343 of the lever arms 342 and the sliders 354 in the respective sliding track 350.

The front end 334 of the seat cushion element 171 therefore moves somewhat downwards in the recess 144, but not to the same extent as the rear end 333 of the seat cushion element 171. The movement of the sliders 354 backwards along the slide path 350 is prevented by the tie rod 355 between the sliders 354 and the rocker plates 223 .

Forward and backward movement of the nuts 320 also causes corresponding movement of the back support member 172 which is connected to the nuts 320 through idlers 420 on the noses 379 of the lower back support members 373. Movement of the back support component 172 causes the friction blocks 371 to slide in their respective curved grooves 360 on the opposing inner plates 227 of the rocker plate 223 from the upper ends 361 of the grooves 360 towards the lower end 362. The relative orientation of the friction blocks 371 as described above and the curvature of the grooves 360 has the result that, when the friction blocks 371 slide along the groove 360, the lower back support element 373 is effected to tilt backwards as shown in figure 4 from the upright position according to figure 3 to a fully extended position as shown in figure 4.

At the same time, the tabs 397 on the rocker arm 392 are caused to slide along the linear slots 365 on the rocker plates 223. As each linear slot 365 diverges from the corresponding curved groove 360 on the same rocker plate 223, the upper arm of each rocker arm 392 is caused to rock rearward in respective cavities 390. Backward movement of the upper arms 393 of the rocker arm 392 causes the upper side members 402 and the upper back support member 394 to tilt forward in relation to the lower back support member 373. When the back support component 172 is driven forward and downward by the movement of the nuts 320 it tilts upper back support element 394 progressively forwards in relation to the lower back support element 373 until the tilt lever 392 contacts the side walls 391 of the respective cavities 390, which prevents further forward tilting of the upper back support element 394. The relative positions and profiles of the recesses 301, the grooves 360 and the slots 365 designed on the two tilting plates 223 is carefully calculated f or to ensure that when the seat tilts from the upright position according to figure 3 towards the fully extended position according to figure 4, seat cushion elements 171 and upper and lower back support elements 374, 394 move through a number of predetermined, ergonomically comfortable positions. The stepper motor 318 can be controlled so that the nuts 320 can be stopped at any intermediate position between the upper and lower ends 305, 306 of the linear screws 304. Thus, the movement of the seat formed by the seat cushion member 171 and the upper and lower back support members 374, 394 can be stopped at any intermediate position between the upright position according to figure 3 and fully inclined position according to figure 4. The angle derived from the upper and lower back support elements 374,394 in an inclined position has the effect that the lower back support element 374 advantageously provides lumbar support for a passenger using the seat unit 140.

The linear screws 304 are non-reversible linear actuator devices and thus the seat unit according to the present invention has the additional advantage that forces applied to the seat cushion element 171 or the back support component 172 cannot be transmitted through the nuts 320 and the linear screws 304 to the rotor 318. This has the advantage that abrupt and/or or strong forces applied to the movable seat elements 171, 374, 394 are not "seen" by the stepper motor which thus reduces the risk of damage to the stepper motor 318.

A special feature of the first seat unit 140 as described above is that it can be converted from an upright position according to Figure 3 to a bed configuration as shown in Figure 5. To convert the seat unit 140 from an upright configuration to a bed configuration, the motor 280 is operated to effect rotation of the worm screw 270. With the worm screw housing 273 in the engaged position on the worm gear housing 260, rotation of the worm screw 270 causes corresponding rotation of the worm gear 271 and thus rotation of the second torque tube 250. Rotation of the torque tube 250 in turn causes rotation of the rocker arm 245 from a seat position which shown in figure 15 to a bed position as shown in figure 14.

With reference to Figures 3 and 5, backward rotation of the rocker arms 245 causes the link arms 241 to tilt the rocker plates 223 forwards around the axle pins 221. Tilting the rocker plates 223 forwards inside the recess 144 causes the lower back support element 374 to rock forwards around the pins 221. Sling bar joints 329 between the seat cushion element 171 and the nuts 320 also turn around the pins 222 and tilting of the tilting plates 223 also causes the draw rods 355 to tilt the sliders 354 in the lower ends 343 of the lever arm 342 backwards and downwards along the sliding tracks 350 from the upper ends 351 of the sliding track towards the lower ends 352. front and rear ends 334,33 of the seat cushion element 171 are thus caused to descend inside the shortening 144 so that the back support component 172 tilts forward over the seat cushion element 171 as shown in figure 5.

In the bed configuration according to Figure 5, the seat cushion element 171 is placed in a lower stowed position inside the recess 144 and the cushions or mattress in the lower and upper rear recesses 386,406 of the back support component 172 are placed essentially in the same plane with the upper fields 147 and 148 of the seat housing 143 and of the cushion 167 on the divan unit 165. It can also be seen from Figure 5 that the upper and lower back support elements 374, 394 are dimensioned so that in the bed configuration the upper ends 409 of the upper side elements 402 meet the divan unit 165 so that the cushions or mattress on the rear surface of the back support component 172 forms a substantially continuous surface with cushion 167 on the divan unit 165 and with the second upper surface 148 on the seat housing 143. Advantageously, the upper end 409 of the upper back support element 394 can contact a formation (not shown) on the divan unit 165 so that in the bed configuration, part of the load applied to the back support component 172 will be partially carried by the divan unit. Engagement of rocker lift arms 392 with the side walls 391 of their respective cavities on the lower side members 374 of the lower back support member 373 serve to lock the upper and lower back support members 373 and 394 together to prevent buckling of the back support component 172 under load in the bed configuration.

Movement of the rocker plates 223 from the seat position to bed positions also raises the arm elements 432 which are filler cushions 443 in the recess 144.1 the seat position as shown in figure 10, the dog leg elements 450 are detached from the combs 460 formed on the side surfaces 205,206 in the recess 144 and can swing freely around the pivot point 451. As mentioned above however, movement of the dog leg member 450 is limited by stop pins 457.

When the rocker plates 223 are tilted forward towards the bed configuration according to Figure 5, the retaining pin 456 on the arms 432 is caught behind hooks 453 on the first arms 452 of the dog leg element 450. When the rocker plates 223 move towards the bed configuration, the cam followers 455 contact the cams 460 which thereby lock the dog leg elements 450 in place as captures the content apps 456 behind the hooks 453.

As best shown in Figure 5, the arm members 432, the cushion member 432, the retaining tab 456, the dog leg members 450 and the combs 460 are shaped and positioned so that, in the bed configuration, the upper surface 443 of the infill cushion member 442 fills a space between the lower end 376 of the lower back support element 374 and the front end of the first upper surface 147 of the seat housing 143. The upper surface 443 of the filling cushion element 442 is located substantially continuously and substantially flush with the cushions or mattress on the back of the back support components 172 and the first upper surface 147 to form an elongated, substantially flat bed surface.

Support structures 142 for seat unit 140 are designed so that during flight, with the floor surface 130 at an angle of about 1-3° to the horizontal, the bed surface provided by the seat unit according to the present invention is positioned essentially horizontally in relation to the ground. In other words, the seat unit 140 according to the present invention compensates for slight inclination of the aircraft during flight.

Advantageously, the worm gear, worm gear assembly 271,270 is non-reversible, and so in the bed and seat configurations, motor 280 does not see unwanted forces applied to rocker plates 223. In other words, unwanted or abrupt forces applied to rocker plates 223 are not transmitted through the worm/worm drive assembly to the motor 280.

The first passenger seat unit 140 as described above is equipped with user-operable controls mounted appropriately to the support structure 142. Said controls include arm controls for operating stepper motor 318 to optionally move seat cushion and backrest movable elements 171,374,394 between the upright position of Figure 3 and the fully extended position according to figure 4, and for operating the motor 280 to convert movable elements 171, 374, 394 between the upright seat configuration according to figure 3 and the bed configuration according to figure 5 where the movable back support elements 374, 394 cooperate with fixed auxiliary elements of the support structure 142, i.e. the divan unit 165 and first and second upper surface 147,148 to the seat housing 143 to form an extended, mainly low bed for passengers. Said controls include control circuitry to ensure that if a passenger attempts to convert the seat assembly 180 from the seat configuration to the bed configuration when the seat is in a reclined or fully extended position, stepper motor 318 is first operated to return the movable seat members 171, 374, 394 to the fully upright position before motor 280 is operated to convert the seat to the bed configuration. In the event of a failure of the motor 280 or the air cabin power supply, the seat unit 140 can be returned to the upright position of Figure 3 by braking the brake link assembly 282,283 as described above and manually tilting the rocker arm 245 forward to the seat position of Figure 15.

The first passenger seat unit 140 in accordance with the present invention as described above thus provides independent, individual seating and sleeping accommodation for a passenger.

Figure 17 shows yet another seating system in accordance with the present invention comprising a number of first passenger seat units 140 of the type described above with reference to Figures 3-16. 1 Figure 17 encloses a fuselage 510 a

passenger accommodation cabin 520 at a position behind a nose portion 515 of the hull 510. As in the case of the seating system according to Figure 1, the accommodation cabin 520 according to Figure 17 is delimited by two opposing inner surface portions 526, 528 in the hull 510, a floor surface or a deck 530 carried inside the hull 510 on suitable supporting infrastructure (not shown) and a roof (also not shown). Infrastructure includes a number of pairs of seat rails or tracks 532, 534 which are embedded in the floor surface 530. The cabin 520 according to Figure 17 includes two outer pairs of seat rails 532, each extending up to a respective one of the opposing surface parts 526, 528 in the hull 510 and a single central pair of seat tracks 534. Each of the pair of seat tracks 532, 534 runs essentially parallel to a longitudinal plane axis delimited by the fuselage 510 and indicated in figure 17 with dashed line A-A.

The seat unit 140 is attached to the seat tracks 532, 534 to form a number of columns 529. Here, column 529 is firmly attached to a respective one of the seat rail pairs 532 and 534 and forms an imaginary, longitudinal column axis indicated by the lines B-B in Figure 17. Each seat unit 140 forms an imaginary longitudinal seat stock indicated by lines C-C in Figure 17, which forms an angle of about 49° at the imaginary column axis B-B. The seat unit 140 attached to the outer pair of seat rails 532 faces forward and into the cabin 520. The seat unit 140 attached to the central pair of seat rails 534 forms two groups 537, 538. A front group 537 of the seat units 140 attached to the central seat rail part 534 faces forward and to one side of the cabin 520, while a rear group 538 faces forward and to the other side of the cabin 520.

As in Figure 1, the seat unit 17 within each column 529 is arranged side by side in a longitudinally offset relationship to each other so as to form a substantially triangular or trapezoidal space 536 at the rear of each seat unit 140, behind the back support component 172 when the seat unit 140 is in the seat configuration. As described above, each seat unit 140 is self-contained, capable of providing an individually extended flat bed having a length of at least 2.02 meters for a passenger, and the arrangement of the seat unit 140 in accordance with the seating system of Figure 17 allows the seat unit 140 to be occupied inside the cabin 520 at a pitch of about 1.27 to 1.52 metres. Thus, a number of seat units 140 in accordance with the present invention each providing an individual bed of at least 2.032 meters in length can be occupied within a typical business class cabin in a passenger aircraft.

The inner surface of an airframe 510 is concave in vertical cross-section, and thus within the cabin 520 according to Figure 17 each of the opposite inner surface parts 526, 528 of the fuselage 510 forms a lateral depression in each side of the cabin 520. Advantageously, this lateral depression becomes occupied by the first and second passenger supporting auxiliary surfaces 147,148 of each seat unit 140 attached to one of the outer seat rail pairs 532. The first and second support surfaces 147,148 form part of the extended bed surface provided by each seat unit 140 in the bed configuration and, while the side recess has insufficient headroom to occupying the full height of seats in an upright or inclined seating configuration, represents its use to occupy part of the extended bed surface for which headroom requirements are less than efficient use of space available inside the cabin.

In accordance with the present invention, the upholstery fabric used to cover the seat cushion element 171 and the padding 408 arranged on the back support elements 374,394 of each seat unit 140 can be selected so that when all or part of the seat units 140 in the seating system according to Figure 17 are arranged in a seating configuration, the cabin has a first particular appearance and/or environment suitable for dining and/or relaxation. The bedding materials arranged to dress the cushions arranged in the lower and upper rear recesses 386,486 of the back support components 172 may have patterns and/or color directions that are particularly suitable for a sleeping environment. More specifically, the style of the bedding may be selected so that when all or a major portion of the seating unit 140 of the seating system of Figure 17 is in the bed configuration, the cabin 520 may have a different second appearance or environment that is more "soothing" than the first appearance and is more appropriate for a sleeping environment.

With reference to figures 18 and 19 in the attached drawings, a passenger accommodation unit in accordance with another embodiment of the present invention comprises a shell unit 610 which is assembled from two shell halves 610a, 610b. The accommodation unit is adapted to be positioned in a passenger cabin of an aircraft next to at least one adjacent seat 610' and the two shell halves 610a, 610b are similar to each other so that each forms part of two adjacent seats. Each shell half 610a, 610b is fabricated as a single piece from a suitable aircraft grade lightweight construction material.

The hood 610 of each seating unit includes a curved, upstanding rear screen 612 and an opposing, upstanding curved front screen 614 which are joined by a generally linear side wall 616 to form an enclosed passenger space 618.

The cover 610 comprises a lower edge 611 which forms a plane and is equipped with a number of suitable fasteners (not shown) for attaching the stay unit to the seat rails in the aircraft cabin. In some embodiments, the unit may be conveniently attached to the seat rails using three such fasteners.

The shell 610 provides a suitable support structure for a seat 620 comprising a seat cushion 622, a backrest 624 and a backrest extension 626 (see Figures 20A-20C). More specifically, the shell 610 of the stay unit includes a lower seat cushion 628 (see Figure 19) which is placed next to the rear screen 612 and has a substantially flat, horizontal upper surface which serves to support the seat cushion 622. The seat cushion 622 is pivotable to the lower seat cushion 628 in its front edge 623, and the backrest which usually rests in a substantially upright position against the softer surface of the rear screen 612 is pivotable at its lower end 625 to the rear end of the seat cushion. The backrest extension 626 is permanently attached to the given surface of the rear fender 612 at a position above and substantially continuous with the upper edge of the backrest 624 in its normal position as described above.

The enclosed passenger compartment 618 further comprises a pedestal 640 which is carried over the cabin floor and the shell 610 is the front screen 614. Optionally, the pedestal 640 can be height adjustable in any suitable manner known to the person skilled in the art.

Behind the rear screen 612, the cover 610 of the seat unit is shaped to form a hollow footwell 630 (see figures 21A and 21B) in figures 18 and 19 the footwell 630' of the neighboring seat is shown. The footbox 630 includes an internal, substantially horizontal shelf located at substantially the same vertical level as the underseat cushion 628, and an opening 629 is formed in the rear shield 612 of the shell 610 immediately behind the backrest 624 in its normal position to provide access to the interior of foot box 630.

The foot box comprises a first side wall 632 which forms part of the connecting

side wall 616 of the shell 610 of the neighboring unit and is oriented substantially parallel to the imaginary longitudinal axis of the unit. The foot box 630 further comprises a second opposite side wall 634 which forms an oblique angle with the imaginary longitudinal axis of the unit so that the head box has a mainly triangular or trapezoidal shape in plan view. IN

figures 18-21 in the drawings, the foot box of the accommodation unit has a largely triangular shape, but the foot box could be truncated with an end wall between the two side walls 632 and 634 to form a trapezoidal shape. Alternatively, where the seat is intended to be placed next to a wall, the first side wall 632 can be omitted so that the first side wall of the foot box is

open. Footbox 630 terminates below the upper edge of rear screen 612 with a generally flat top wall 636. Top wall 636 is shaped with a generally triangular flat portion 638 which serves as a beverage side table for the neighboring unit.

As shown in Figure 19, the upper surfaces of the shelf inside the foot box 630 and the lower seat cushion 628 are padded with thick padding or carry a mattress portion 652. Likewise, the underside of the seat cushion 622 and the back of the backrest 624 are padded.

In a "seat mode" the seat cushion 622 and backrest 624 are positioned normally as shown in Figures 18, 20A and 21A so that a passenger can sit on the seat. However, when the passenger wishes to lie down, that person can stand up from the seat and manually pull the backrest 624 away from the rear screen 612. The backrest 624 will pivot relative to the seat cushion 622 and continued pulling of the backrest 624 will cause the rear end of the seat cushion 622 lifts upwards away from the lower seat cushion and swings around to the front edge 623 as shown in Figure 20B. Seat cushion 622 and backrest 624 can be manipulated as shown in Figures 20C and 2IB to provide a substantially flat and continuous sleeping surface where the front of backrest 624 is supported on an upper surface of pedestal 640, the connection between backrest 624, seat cushion 622 and lower seat cushion 628 locking in the flat position as shown in Figure 20C to form a "bed mode". The passenger can then lie down m on the flat surface with their head against the front screen 614. By removing the back support 624 from the rear screen 612, the opening 629 through the shell 610 is exposed, which allows the passenger to extend their legs through the opening into the foot box 630.1 the bed mode, the padded upper surfaces of the shelf and the lower seat cushion 628 and the underside of the seat cushion 622 and the back of the backrest 624 can be equipped with suitable bedding such as sheets and blankets, and a pillow for the passenger can be placed on the back of the backrest 624. The surface of the unit used in bed mode can be stopped and pulled differently from those used in seat mode. When all or the majority of the units in the cabin are in one of the modes, a certain environment can be created inside the cabin.

By positioning the stay unit at an angle of about 40-50°, preferably about 45°, to the direction of movement of the aircraft, a full bed length of up to 2.13 meters can be provided for the passenger, and at the same time a side table 638 is also provided for generous dimensions of the type usually associated with 1st class accommodation. As with the seat units 40 according to figures 1-2 and the seat unit according to figures 3-5, the stay unit according to figures 18-21 is designed to compensate for the bed mode, the stay unit in accordance with the present invention provides a mainly horizontal sleeping surface.

Another passenger accommodation unit in accordance with the present invention is illustrated in figures 22-27. Many of the elements in the units according to figures 22-27 are similar to corresponding elements of the unit according to figures 18-21 described above. Accordingly, for clarity, such elements are referred to by the same reference numerals plus 100. Thus, by way of example, while the rear screen of the device of Figures 18-21 is referred to by the numeral 612, the rear screen of the device of Figures 22-27 is referred to to with the number 712.

As shown in figure 22, the second passenger accommodation unit comprises a shell 710 which is formed by two shell halves 71 OA and 71 OB. The shell 710 includes a rear screen 712 and a front screen 714 which are connected by an interconnecting side wall 716. Behind the rear screen 712, the shell includes a hollow footbox 730 having opposite side walls 732 and an upper wall 736 which includes a substantially flat horizontal portion 738 serving as a beverage side table for an adjacent seat.

The shell 710 of Figures 22-27 is mounted on a plinth 760. The plinth 760 is made of an aircraft grade lightweight structural material, generally of the same material as the shell 710, and has a planar lower wall 762 which is fitted with suitable fasteners (not shown ) to firmly attach the base to the seat rails.

The base 760 is designed with an indentation 764 which is formed with an upright side wall 763 with an inwardly directed, upper edge 765. The indentation 764 extends from the front screen 714 under the entire seat into the foot box 730 which is placed at bottom level. The recess 764 accommodates a mattress or similar padding or cushion suitable for forming a bed for a passenger. This recess is shaped to compensate for the slight tilt of the plane in flight so that the mattress is mainly horizontal. Up to the front screen 714, the shell 710 carries a movable pedestal 740 which is movable on a substantially vertical axis between a lower extended position as shown in Figures 22 and 24A and a raised, stowed position as in Figure 24B. While various mechanisms for achieving such movement of the pedestal will be apparent to those skilled in the art, an example of a suitable mechanism would be inter-engaging runners arranged on the inner surface of the front screen 714 and on the pedestal or base 740. Suitable devices are provided to lock the pedestal 740 in upper and lower positions.

The shell 710 forms a personal passenger compartment 718 which accommodates a seat 720 comprising a seat cushion 722 and a backrest 724. The backrest 724 is permanently attached to the inner surface of the rear screen 712, while the seat cushion is pivotable at its rear edge 723 to the inner surface of the rear screen 712 for movement between an extended position as shown in Figures 22 and 24A and a stowed position as shown in Figures 23 and 24B. In the extended position, the front edge 725 of the seat cushion 722 is supported by inwardly directed projections 752 formed on the cover 710 which constitute the support structure for the seat unit 720.

Below the seat cushion 722, the rear screen 712 of the cover 710 is designed with an opening 729 to allow access from the passenger compartment 718 into the interior of the footwell 730. The mattress extends under the seat unit 720 through the opening 729 into the footwell 730.

Between the seat cushion 722 and the pedestal 740, the recess 764 is covered with a removable false floor panel 770 which is made of a suitable aircraft standard load bearing material. The false floor panel 770 is preferably connected to the connecting side wall 716 for movement between an extended position as shown in Figure 22 and a stowed position where the panel 770 extends substantially vertically and is continuous with the side wall 716. Securing means are provided to secure the panel in the stowage score.

Adjacent to the seat cushion of a neighboring unit, the first side wall 732' of the footwell is formed with an outer recess 733' which is provided with a drawn shelf 735' at the same level as the seat cushion 722 of the neighboring unit to provide a side extension of the seat cushion 722.

The accommodation unit 720 can thus be optionally manipulated between a "seat mode" as shown in figures 22 and 24A in which the seat cushion 722 is extended and a "bed mode" as shown in figures 23 and 24B where the seat cushion 722 is swung upwards around its rear edge 723 to lie flat against the inner surface of the backrest 724 in the stowed position. In the sending mode, the removable false table panel 770 can be moved to the stowed position, and the pedestal 740 raised from its lower position to its raised position to thereby expose the mattress in the recess 764 of the pedestal 760. Raising the seat cushion 722 to its stowed position facilitates distance to the foot box 730 and provides a larger personal space 718 inside the shell 710 in the bed mode.

Thus, in the seat mode as shown in Figure 24A, a passenger can sit on the seat provided by the unit 720 and, if desired, can rest his feet on the pedestal 740 in its lower position. If the passenger wishes to go to bed, that person can stand up and lift the seat cushion 722 to its stowed position as shown in figure 24B. The pedestal 740 can be raised to its raised position and the false floor panel 770 can be removed. Passengers can then lie down on the mattress in the recess 764 with their head against the front panel 714 and their legs sticking into the footwell 730. By orienting the unit at an angle of about 40-50°, for example about 45° to the direction of movement on the vessel, a total bed length of up to approximately 2.13 meters can be provided. The front screen 714 serves to protect the passenger's head while they sleep, and the pedestal 760 provides a step up to the passenger's personal space that many passengers find attractive. The shell over the footwell can be shaped to provide a lateral seat extension 735 for the seat 722 of an adjacent seat and a generously sized side table 738 for use of the adjacent seat.

In a variant of the second stay unit according to figures 22-24, the seat cushion 722, instead of swinging around its rear edge 723 to lie flat in its stowed position against the front surface of the backrest 724, can be arranged to slide in relation to the shell 710 between a forward position as shown schematically in Figure 26A and a retracted position as shown in Figures 25 and 26C. In the retracted position, the seat cushion 722, or at least a major part of the seat cushion 722 can be occupied inside the foot box 730 at a position vertically at a distance above the mattress. Various mechanisms suitable for achieving such sliding movement of the seat cushion 722 will be self-evident to the person skilled in the art, for example linear bearings arranged on the inner surfaces of the shell 710 where, up to the seat cushion 722, the sliding mechanism can advantageously be arranged with a number of notches (not shown) to selectively stop movement of the seat cushion 722 in at least one intermediate position such as that shown in Figure 26B. Thus, in the fully extended position, as shown in Figure 26A, the unit may be ergonomically designed for relaxation, while in the intermediate position, as shown in Figure 26B, the unit may be designed to provide a more upright passenger position suitable, for example, for eating or working . In the fully retracted position, the seat cushion 722 is essentially stowed away to provide access to the foot box 730 when the seat is in bed mode.

Another variation of the stay unit according to Figures 22-24 is shown in Figure 27 in which the removable false floor panel 770 is hinged to the connecting side wall 716 for movement between a deployed position in which it rests substantially horizontally over the recess 764 to protect the mattress and a stowed position as shown in Figure 27, where it lies flat in a substantially vertical orientation against the connecting side wall 716. The underside 772 of the false floor panel 770 may be covered with suitable padding so that together with the mattress 764 it provides a sofa-like arrangement, a passenger can sit laterally on the mattress 764 in the bed mode with its backrest against the underside 772 of the panel 770.

Another seating system in accordance with the present invention is illustrated in Figure 28. The particular system of Figure 28 is designed specifically for use on the upper and lower decks of a Boeing 747-400® aircraft, but the system can be adapted for use on any passenger aircraft. , especially in business class. The seating system according to figure 28, on each of the upper and lower decks, comprises a number of passenger accommodation units 8 in accordance with the present invention, for example the accommodation units according to figures 18-21, or figures 22-27. Each of the units 800 is placed next to a cabin side wall 810 and is oriented at an angle of about 40-50°, preferably about 45°, to the longitudinal direction of the adjacent side wall 810, with the rear end of the unit against the wall 810, so that the seat faces in mainly inside the cabin. By orienting the unit 800 to face inwards, the cabin is given a less crowded appearance compared to a cabin where the seats are arranged mainly fore-and-aft. Each unit has a generally triangular or trapezoidal extension box or space 830 between the rear of the unit and the adjacent cabin side wall 810. Typically, the walls of an aircraft cabin are concave on the inside and accordingly the extension box or space 830 of each unit 800 extends into the concave recess formed by the wall to optimize the use of space in the cabin. Each unit 800 includes means adapted to provide a bed as described above extending into the extension box or space to maximize the available bed length.

In some aircraft floor plans, there may also be sufficient space to place one or more units towards the center of the cabin, as shown for the lower deck of the Boeing 747-400® in Figure 28. In that design, two central lines of units are arranged where each unit is oriented at an angle of about 45° to the direction of movement of the aircraft. The central units 800 are arranged in pairs, with each seat facing substantially forwards and outwards from the cabin, so that two units in each pair diverge from each other in the forward direction forming a substantially square space behind the front units of the pair of rear units. Said square space 840 occupies an extension box or space associated with each unit 800 to provide an extended bed length for each unit. Where each unit 800 comprises a hollow foot box of the type described above with reference to Figures 18-21 and Figures 22-27, the upper wall of each foot box may be adapted to provide a handy side table or other piece of furniture for the second unit.

Referring to Figures 29A-29C, a second passenger seat assembly 900 for a passenger craft such as an airplane, in accordance with the present invention comprises a first support structure generally indicated by the reference numeral 910 for carrying the seat unit up from the floor F to the craft. The support structure 910 comprises devices suitable for attaching the seat unit to the floor. For example, where the seat unit 900 is to be installed on the aircraft, the support structure 910 typically perceives one or more fasteners for attaching the seat unit to seat rails of the type typically found on the floor of an aircraft cabin. Like the seat units 40 according to figures 1-2 or the first seat device according to figures 1-5, the supporting structure of the second seat unit 900 can comprise a plinth or pallet, not least for attachment to the seat rails. The support structure 910 further comprises two elevated, passenger-carrying elements 912,914, each of which has a substantially flat, substantially horizontal upper surface (subject to compensation for slight inclination of the aircraft during flight). The passenger carrying members 912, 914 are spaced apart to form a cavity 916 within the support structure.

The support structure 910 may be manufactured from any suitable aircraft grade construction material known to those skilled in the art. Said support structure may be generally skeleton-like or may comprise one or more passive walls. Usually, the support structure is made of a lightweight composite material, but the previously mentioned fasteners to secure the support structure of the seat rail in an aircraft or other floor may comprise one or more reinforcing beams or plinths of light steel or aluminium.

Cavity 916 accommodates a passenger seat generally indicated by the reference numeral 920. The passenger seat 920 is generally supported by the support structure 910 and comprises a back support member 922 and a seat cushion member 924. The back support and seat cushion member 922, 924 are connected to the support structure 910 by a seat movement mechanism, generally indicated by the reference number 930.

The seat movement mechanism 930 includes two identical, irregularly shaped polygonal plates 932 which are mounted to either side of the seat 920. It will be understood that since Figures 29A and 29C are side views, only one of these plates 932 can be seen. Here, polygonal plate 932 is formed with a largely linear, elongated gap 934 up to an edge 935 of the plate. Up to an opposing edge 936, the plate 932 carries two spaced inwardly directed lugs 937. A straight line between the lugs 937 forms an acute angle with the linear gap 934. Up to a further edge 939 of the plate 932, which further edge extends substantially transversely between the one and the opposite edge 935,936, the plate 932 is connected to one end of a two-part link device 940. Said link device 940 comprises a first element 941 which is pivotally connected to the plate 932 and a second element 942 which is pivotally connected at one end to the first element 941 to form a "knee" joint 943 and is connected at another end to a fixed pivot point 944 on the support structure 910.

The seat movement mechanism includes linkages for connecting the seat to the backrest so that the lower portion of the backrest remains continuous with the rear end of the seat cushion, while allowing the seat cushion and backrest to pivot relative to each other.

The linear gap 934 has upper and lower outer edges 954,955 and slidably receives an ear element 951 which projects from the respective side of the seat cushion 924. Up to its front end 925, the seat cushion 924 is pivotally connected to each side at the pivot point 952 to one end of a linear strut 961. The linear struts 961 are pivotally connected at their other end 962 to as carriage element (not shown) which is connected to the support structure 910 below the seat cushion 924. The carriage element is movably mounted to the support structure 910 so that the carriage element can move between an upper position corresponding to Figures 29A-29C and lower position corresponding to Figures 30A and 30B. Suitable tensioning devices such as, for example, springs, gas struts or the like are arranged to tension the carriage element in the upper position. Selectively releasable mechanical locking devices are also usually provided to lock the carriage device element in its upper position.

The linear strut 961 is tiltably mounted to the carriage element so that it can tilt between a substantially upright position as shown in Figure 29A and a forwardly inclined position as shown in Figure 29C.

The spaced lugs 937 on the polygonal plate 932 engage a curvilinear groove 971 which is fixedly attached to the respective side of the backrest 922. As can best be seen from Figures 29A-29C and 30A-30B, the curvilinear groove 971 is suitably shaped in an elongated plate member 972 which is attached to the side of the backrest. The curved groove 971 has upper and lower outer ends 973,974 respectively.

Referring to Figure 29A, when the seat 920 is placed in an upright or "eating" position, the two-piece link assembly 940 is an extended configuration such that the first and second members 941,942 are substantially in line with each other and both the first and second members 941,942 extends mainly upwards and forwards from the pivot point 944. The plate 932 extends backwards from its attachment point to the first link element 941 and is oriented so that the linear gap 934 extends upwards and backwards. The backrest portion 922 is in an upright position, and the spaced ears 937 are located at the lower outer end of the customer center track 971. The seat cushion is oriented substantially horizontally (flush) and the ear 951 is located at the upper outer end 954 of the linear gap 934. The carriage element (not shown) is placed in its upper position as described above, and the tiltable linear strut 961 is oriented essentially vertically. The seat cushion in buffer 4 is thus placed at the back inside the cavity 916 between the two passenger-carrying elements 912,914.

The seat cushion 924 has an upper surface 926 which is suitably padded for use as a seat component. Likewise, the back element 922 has a front surface 923 which is appropriately padded as a seat component. Preferably, the front surface 923 of the back support element is dressed to coincide with the upper surface 926 of the seat cushion element 924. One of the passenger supporting elements 914 is located in front of the seat 920 and serves as a fixed leg support part 928. Leg support part 928 has an upper surface 929.

The linear strut 961 is operatively connected to a selectively operable latch motor drive (not shown) which is capable of driving the strut 961 to pivot about its upper end 962, as described above, between the upright position of Figure 29A and the forward inclined position according to Figure 29C. Appropriate user controls (not shown) are provided in the seat assembly to enable a passenger using the seat to operate the locking operation.

The back support portion 922 has a rear surface 921 which is essentially planar. The rear surface 921 is spaced from the passenger supporting member 312 by a small gap 913 when the seat is upright as shown in Figure 29A. The rear surface 921 carries a mattress part (not shown) for use as part of a bed, which mattress part is attached to the rear surface 921 by the back support part 922, so that when the back support is upright the mattress part does not come loose. The passenger supporting element 912 also has an upper surface 911 which carries a mattress part. A movable infill passenger support member 915 is pivotally connected to a front transverse edge 917 of the passenger support member 912. This infill member 115 is generally rectilinear and has an upper surface 918 having a generally planar upper plate level 918 which carries a mattress portion (not shown ). The filler element 915 is slidably connected to a rear surface 921 of the back support element 922. As shown in Figure 29A, in the upright position, the filler element 915 extends substantially upwards between the fixed passenger support element 912 and the back element 922 of the seat 920 in the gap 913.

In addition to the locking drive motor having to drive the linear strut 961, a further optionally operable motorized drive is provided to tilt the second link member 942 of the two-piece link device 940 rearward about the fixed pivot point 944. The second link member 942 comprises a rearwardly projecting joint portion 945 (see figure 30A) for connection to the second drive motor (not shown).

The controls of the user can also be adapted to operate mechanical locking devices to release the seat cushion from its upper position at the same time as operating the other operation.

When the seat is in the upright position as shown in Figure 29A, the seat can be tilted by operating the locking drive motor to tilt the linear rod 961 forward about its other end 962, while the carriage member (not shown) carrying the linear rod 961 is held in its upper position. . When the linear strut 161 is tilted forward, the seat cushion element 924 of the seat is pulled forward inside the cavity 916, and the cam 951 slides along the slot 934 from the upper outer end 954 towards the lower outer end 955. Forward movement of the seat cushion also causes the lower end of the backrest 922 to move forward. The backrest portion is constrained to move along a predetermined path by engagement with lugs 937 within the curved groove 971. The groove 971 is shaped to cause the backrest 922 to tilt backward progressively as the seat cushion moves forward.

As the seat is tilted, the ears 937 move along the curved track 971 through an intermediate position as shown in Figure 29B and two of the ears 937 abut the upper outer end 973 of the curved track 971, at which point no further movement of the seat is possible, and the seat is in a reclining or "reclining" position as shown in Figure 29C. It will be understood that the locked action of the locking drive motor allows the seat to be stopped and locked at any desired intermediate position between two extreme positions represented by Figures 29A and 29C.

When a passenger using the second seat unit 900 in accordance with the present invention wants to lie down, the seat unit can be converted into a bed. The passenger operates the user controls to release the seat cushion from its upper position and to cause the second motorized actuator to tilt the second link member 942 to the extension device 940 rearward about the pivot point 944 as shown in Figure 3 OA. As the second link element 942 is tilted backwards, the knee joint between the first and second link elements 941, 942 is broken which allows the first link element 941 to tilt forward and downwards around the knee joint 943 which in turn causes the two polygonal plates 932 to tilt forward and downwardly thereby causing the seat back member 920 to move forward within the cavity 916 and to pivot forward from its vertical position. As the back support member 922 swings forward, it pushes downwards on the seat cushion portion 924 which is thus caused to move downwards on the carriage member (not shown) against the action of the tension inserts. Continued rearward movement of the second link member 942 causes the polygonal plates 932 and the back support member 922 to move downward toward the floor F of the craft until, as shown in Figure 3 OB, the rear surface 921 of the back support member 922 is positioned substantially horizontally (in flight) and in the same plane with the passenger-carrying elements 912, 914. The link element 940, the polygonal plate 932, the curved rails 971 and knobs 937 are arranged so that in the bed design as shown in Figure 3 OB the upper end of the back support element 922 abuts the rear edge of the front passenger support member 914 to form a continuous surface therewith. Suitable releasable locking devices are provided to lock the backrest 922 in the end position.

Furthermore, as most clearly shown in Figure 30A, as the back support member 922 tilts forward and translationally moves forward within the cavity 916, the filler member 915 slides along the back surface 921 of the back support member and is caused or allowed to swing forward until, as shown in Figure 30B, the back support member is placed essentially horizontally, until the filler element 915 forms a bridge between the passenger-carrying element 912 and the rear surface 921 of the backrest element 922, so that the upper surfaces 911, 918, 921 of the passenger-carrying element 912, the filler element 915 and the backrest element 922 are essentially in the same plane and form a continuous surface. It will be understood that the mattress portion carried by the passenger supporting member 912, the infill member 915 and the rear surface 921 of the backrest 922 forms an elongated mattress for passengers to sleep on. Furthermore, the upper surface 929 of the passenger-carrying element 914 in front of the seat 920 can also be a mattress part which further extends the bed formed by the seat in the bed configuration according to Figure 3OB. The seating arrangement in accordance with the present invention allows a continuous bed surface to be formed which has a length of at least 1.98-2.03 meters. In some cases, the bed formed by the upper surfaces 911, 918, 921, 929 of the passenger supporting elements 912, 914, the infill element 915 and the rear surface 921 of the backrest element 922 may have a length exceeding 2.16 meters).

To return the seat assembly 900 to a seat configuration, the second motor drive is activated to tilt the second link member 942 of the two-piece link assembly 940 forward about the fixed pivot point 944, thereby causing the first link member 941 to tilt rearward which in turn causes the polygonal plates 932 tilts backward and moves upward, which restores the back support member 922 progressively to its upright position. As the back support member 922 returns to the upright position, the seat cushion member 924 is allowed to return to its upper position on the carriage member (not shown) under the influence of the sperm retractors (also not shown). When the seat cushion is returned to its upper seat position, the mechanical locking devices are automatically re-engaged to hold the seat in its upper position.

As will be appreciated from inspection of Figures 29A-29C, the upper surface 911 of the passenger supporting member 912 on the upper surface 918 of the padding member 915 when the seat assembly is formed in a seat configuration, forms a convenient recess 980 in the back of the seat 920. The recess 980 is in the least partially hidden from view by the back support portion 922 of the seat 920. Thus, the recess 980 can be moved for a storage of, for example, bed materials such as pillows, quilts and the like. When the seat unit is moved to the bed configuration according to Figure 3OB, the bed material can be easily accessed by a passenger and deployed on the bed surface formed by the components of the seat unit as described above.

A further advantage of the passenger seat unit 900 as previously described is that the front surface 923 of the back support element 922 and the upper surface 926 of the seat cushion element 924 can be padded and covered especially for use as seat components. Thus, for example, the back support element and the seat cushion element 922,924 can carry foam cushion layers that are designed or sculpted specifically for use as seat elements. The texture, patterns and/or colorways of the fabrics and upholstery materials used to cover the front surface 923 of the back support member and the upper surface 926 of the seat cushion member may be selected specifically for use as seating materials. Appropriately, the mattress portion carried by the passenger supporting element 912, the filling element 915 and the rear surface 921 of the back support element 922 may be specially adapted for use as bed materials. Thus, inner spring mattress sections or foam padding layers can be used which are specially shaped for maximum passenger comfort when the seat is used as a bed. More specifically, material and the fabrics used to cover the mattress parts can have textures, colors etc. which are particularly suitable for use as bed materials. The bed materials used to cover the mattress parts and the materials used to cover the seat parts of the seat unit can have a rather different appearance from each other. However, it is understood that when the seat is unshaped for use as a seat, the bed materials are largely hidden by the back support element 922, which leaves visible only those parts of the seat that are actually used to form part of the seat. Likewise, when the seat is reconfigured for use as a bed, the forward surface of the backrest member and the upper surface of the seat cushion member are substantially hidden from view, leaving only visible bedding material comprising the mattress portions of the passage-supporting component 312, the infill member 915, and the rear surface 921 of the backrest element 922.

When a number of passenger replacement seat units in accordance with the present invention are installed in a vessel cabin, for example in an aircraft, they can be used to provide the aircraft cabin with two different visual appearances or environments according to whether a majority of the seat units are placed in a bed configuration or a seating configuration. Thus, during a daytime flight or during the daytime portion of a long flight, a major portion of the passage may be the seat units arranged in a seating configuration as per one according to Figures 29A-29C. The bed materials will be mainly hidden, leaving only the seating surfaces of the units visible. The seating units can of course be upholstered in any desired design, but for example the seating units can be padded and upholstered to give the cabin the appearance of a private members club environment. For example, the upper surface 926 of the seat cushion element 924 and the front surface 923 of the back support element 922 can be covered with leather. During a night flight or during the night portion of a long flight, a major portion or all of the seating units may be designed in a bed configuration as per Figure 30B, in which case the seating portions of the units will be substantially concealed, leaving visible only the bedding materials carried by the upper surfaces 911,918,921, 929 to the passenger support members 912, 914, padding members 915 and back support members 922. The materials used to cover the mattress portions may have a significantly "softer" appearance than the materials used to cover the inverted seat side of the back support member 922, to give the passenger cabin an attractive, calm environment suitable for sleeping.

Figures 31 and 32 respectively show two different seating systems, each comprising a number of seat units of the type described above with reference to figures 29-30. 1 figure 31 is an aircraft cabin defined, among other things, by two opposite curved walls 1001, 1002. As is well known to those skilled in the art, each of the side walls 1001,1002 generally concave on its inner surface. Placed against each of the walls 1001, 1002 is a column 1029 of the passenger seat unit 900 in accordance with the present invention. Each seat unit 900 forms an imaginary longitudinal axis indicated by the reference number 1012 in relation to a respective one of the seat unit 900. The seat unit 900 is oriented at an oblique angle in relation to the adjacent cabin wall 1001, 1002. Figure 31 also shows, next to the wall 1001, an imaginary axis 1014 "forward". The doubts are understood that towards the front of the aircraft the forward axis 1014 may not necessarily necessarily be oriented precisely forward with respect to the direction of movement inside the aircraft, but is oriented essentially parallel to the forward and backward direction of the adjacent side wall 1001, which ignores the slight curvature of the side wall 1001. Each of the passenger replacement seat units 900 is oriented to form an angle α of about 40° between the imaginary longitudinal axis 1012 of the seat unit and the imaginary axis 1014 "forward" of the aircraft cabin. Each seat unit is positioned so that the passenger-carrying element 912 is placed next to the adjacent cabin wall 1001, 1002, so that the passenger-carrying element extends into the recess formed by the concave nature of the side wall 1001, 1002. The seat 920 is positioned facing forwards and inwards in relation to the cabin, and a low passenger screen 927 is formed around the front end of the passenger carrying member 914 so as to delimit a personal passenger space around each seat unit. By positioning each seat unit so that the passenger-carrying member 912 extends into the recess defined by the concave side wall 1001,1002, maximum use is made of the class available in the aircraft cabin. As will be appreciated, the passenger support member 912 is only used by a passenger when the seat is arranged in a bed configuration, and thus full headroom is not required above the passenger support member 912.

Suitable personal screens can be arranged between adjacent seats and as shown in Figure 31, a space 1015 next to each seat unit and behind the passenger carrying member 912 of the adjacent seat unit can be used to provide a seat height surface for use as a cocktail table or the like.

When the cabin space permits, one or more central columns 1030 with seat units 900 can be installed in addition to the columns of seat units 900 next to the cabin walls 1001, 1002. Figure 31 shows a cabin installation where two central columns with seat units 1030 are installed. Within each central column 1030, the seat units 900 are arranged, as described above, at an oblique angle to the forward and backward axis of the aircraft cabin. The seating arrangements 900 are also arranged in rows of two, and within each row, seating units are arranged back to back so that the passenger carrying members 912 of abutting seats within the same row are positioned continuously with each other, and when the seats are in a seating configuration, large set hidden from view by the adjacent backrest elements of the seat 920. Figure 32 shows a seating system suitable for another aircraft comprising three columns 1129,1130 with seat units 900 comprising two columns 1129 which are placed respectively next to the two longitudinal walls 1101,1102 of the cabin and a single central column. As with the installation shown in Figure 31, the seat units 900 in each column 1129 lie next to one of the cabin walls 1101,1102, oriented so that the seats face forwards and inwards in relation to the cabin. The seating units within the central column 1130 are also arranged to face forward and to one side. Each seat unit forms an acute angle P of about 49° between the imaginary longitudinal axis 1112 of the seat unit 900 and the axis 1114 fore and aft of the cabin. Figures 33A-33C show a third passenger seat unit in accordance with the present invention. For the components of the third seat unit according to figures 33A-33C which are similar to corresponding components of the unit according to figures 29A-29C and figures 30A and 3OB, corresponding reference numbers are used, but with the prefix "12" instead of "9". Thus, the support structure 1210 of the third seat unit according to figures 33A to 33C corresponds to the support structure 910 of the second seat unit according to figures 29A to 29C.

The third seat assembly in accordance with Figures 33A-33C comprises a support structure generally indicated by the reference numerals 1210 for carrying the assembly up from the floor F from a vessel floor such as, for example, the floor of an aircraft cabin. Similar to the second seat unit according to figures 29 and 30 described above, the third seat unit according to figures 33A-33C comprises two elevated, additional passenger-carrying elements 1212, 1214 which are spaced and opposite each other to form a cavity 1216 inside the support structure. The cavity 1216 occupies a seat generally indicated by the reference numeral 1220, which seat comprises a back support element 1222 and a seat cushion element 1224. The seat cushion element 1224 has a front end 1225 and a rear end 1223 and is pivoted at its rear end 1223 to a lower end 1226 of the back support element 1222. The seat cushion member 1224 is movably connected to the support structure 1210 by a seat movement mechanism (not shown) which allows the seat cushion member 1224 to move substantially vertically within the cavity 1216 between an upper position as shown in Figure 33A and a lower position as shown in Figure 33C . Suitable clamping devices are arranged (not shown) to press the seat cushion element 1224 into the upper position and an optionally operable locking device is arranged to lock the seat cushion 1224 in the upper position.

The back support element 1222 is pivoted to the support structure 1210 at a fixed pivot point 1230. The back support element 1222 has a rear surface 1221 which comprises an extension part 1231 at the lower end 1226 of the back support element 1222, which extension part 1231 projects downwards past the fixed pivot point 1230 when the back support element 1222 is in a upright position.

The upper surface of the seat cushion element 1224 and the front surface of the back support element 1222 are padded and lined with materials specially designed for use as seating materials. The passenger-carrying element 1214 is placed at a distance forward of the seat 1220 and can be used as a foot support element 1228 when the seat 1220 is in an upright position as shown in Figure 33A. The passenger-carrying element 1212 is placed behind the backrest element 1222 and separated from it by a small opening 1213.

Said rear face 1221 of the back support member 1222 is substantially flat and carries a first mattress portion (not shown) designed and dressed specifically for use as a bed component. The passenger-carrying element 1212 has an upper surface 1211 which also carries a mattress part. The backrest 1222 and the passenger-carrying element 1212 form a recess 1280 behind the backrest 1222 which can be used for storing bedding such as pillows, duvets, blankets, sheets and the like. An advantage of the third passenger seat unit in accordance with the present invention is that when the backrest is in the upright position as shown in Figure 33A, the recess 1280 is hidden from view, which thus properly hides possible bedding stored in the recess. The back support element 1222 is pivotable from an upright position in Figure 33A around the fixed pivot point 1230 to a bed position as shown in Figure 33C. The back support element 1222 and the pivot point 1230 are designed with the passenger-supporting elements 1212, 1214, so that in the bed position the rear surface 1221 of the back support element is placed continuously with both the passenger-supporting elements 1212, 1214 to form a substantially flat, largely continuous surface therewith. In the bed configuration of Figure 33C, the second mattress portion carried by an upper surface 1211 of the passenger supporting member 1212 and the first mattress portion carried by the rear plate 1221 of the back support member 1222 abut or nearly abut each other to form a long bed on which a passenger using the seat can sleep. The upper fold 1229 of the passenger supporting element 1214 also forms an extension surface for the bed. As with the first and second seating units described above, in accordance with the third seating unit it is possible to form a bed having a total "point-to-point" length of at least 1.98-2.032 meters and in some cases at least 2, 16 meters.

Movement of the back support member 1222 between the upright position and the bed position according to Figures 33A and 33C may be motorized (not shown) and suitable

user-operable controls (also not shown) may be provided close to the seat 1220 to enable a passenger to control the operation of the seat. When the seat is in the upright position as shown in Figure 33A, the locking mechanism can be removed which thereby releases the seat cushion from its upper position, and operation of the motor drive causes the back support element 1222 to tilt forward about the fixed pivot point 1230. As the back support element 1222 tilts forward it hits against the seat cushion element 1224, which pushes the seat cushion element 1224 downwards in 1216 against the action of the aforementioned clamping device.

In the bed position as shown in Figure 33C, the seat cushion member 1224 is completely hidden by the back support member 1222. Thus, as with the first and second seat units described above, the front surface of the back support member 1222 and the upper surface of the seat cushion member 1224 may be covered with materials to provide a completely different visual appearance and cabin environment from the materials used to cover the bed parts carried by the rear surface 1221 of the back support element 1222, and the upper surface 1211 of the passenger support element 1212. When the back support element 1222 is upright, the seat surfaces of the back support element 1222 and the seat cushion element 1224 are visible, while the bed surfaces to the rear surface 1221 of the back support element 1222 and the upper surface 1211 to the passenger carrying element 1212 is hidden. On the other hand, when the seat is in the bed configuration of Figure 33C, the seat surface of the back support member 1222 and the seat cushion member 1224 are hidden, while the bed surfaces 1221 and 1211 are visible.

Therefore, in accordance with a certain side of the second and third seat units according to the first described above, the back support member 922; 1222 a first seating surface 923; forming part of a seat with the upper surface 926; of the seat cushion 924; 1224 and an opposite bed surface 921; 1221 which is adapted to form part of the bed with one or more other additional passenger-carrying elements 912,914; 1212,1214.

The passenger replacement seat unit according to the present invention is thus particularly advantageous because it allows a long bed to be provided for a passenger in an aircraft cabin or other vehicle capable of accommodating comfortably even very tall passengers having a height greater than 1, 98 to 2,032 meters at a minimal seat distance. By positioning a seat unit in accordance with the present invention close to a concave cabin wall, with the rear passenger supporting member 912; 1212 placed next to the cabin wall, it is possible to use the available space inside the cabin efficiently. In a seat configuration, the back support member forms 922; 1222 a recess; 980; 1280 with the rear passenger supporting member 912; 1212 which can be used to properly hide bed materials such as blankets, sheets, pillows etc. The seat and bed surfaces of the back support element 922; 1222 can be given respectively different visual appearances so that in a cabin installation comprising a number of seat units in accordance with the present invention, a first cabin environment can be achieved when all or a major part of the seat units are placed in the seat configuration, and another, different environment can be achieved when all or a majority of the seats are placed in the bed configuration. Furthermore, the seat and bed surfaces can respectively be adapted specifically for use for their given purpose. Thus, for example, the seat surface of the back support element 922; 1222 is provided with foam padding or the like that is sculpted or shaped specifically for use as a seat component, while the bed surface of the backrest portion can be equipped with a mattress section or other comfortable, compliant layer that is shaped specifically for use as a bed component. Another advantage of the seat assembly in accordance with the present invention is that, in the bed configuration, the seat cushion member 924; 1224 completely or substantially hidden by the back support member 922; 1222 so that the appearance of the materials used to cover the seat cushion element does not spoil the appearance and the environment provided by the bed material. Advantageously, the seat unit in accordance with the present invention comprises a leg support part 928; 1228 placed before the seat 920; 1220 and in the bed configuration, the leg support element forms part of an extended bed surface.

Claims (43)

1. A passenger accommodation unit for a vehicle, in particular an aircraft, which is adapted to provide independent, individual seating and sleeping space for a passenger, the seating unit comprising: support structure (42) for carrying the unit up from the floor of a vehicle; one or more movable passenger-carrying structural components (71,72); and devices for connecting the movable structural components to the structure so that the components can optionally be moved between a seating configuration, in which a number of the passenger-bearing surfaces of one or more of the structural movable components or said support structure form a seat for the passenger, and a bed configuration, in which a number of the bearing surfaces (47,48,67,74,76) are located substantially coplanar with and substantially continuous to form a bed for the passenger; characterized in that at least one of the movable components is double-sided, comprising first and second opposite sides, one of the sides has a first seat surface (73) which forms part of the seat in the seat configuration, and the other side has a second bed surface (74) which forms part of the bed in the bed configuration, which at least one double-sided movable component a backrest component (72) is connected to the support structure (42) so that it can optionally be swung between a first substantially upright position, in which the first surface is arranged to forming part of the seat, and a second extended position in which the second surface is arranged to form part of the bed, and that one or more of the passenger-bearing surfaces comprise a bed extension surface (47), which bed extension surface is positioned or extendable to be positioned behind the seat to form part of the bed in said seating configuration. 2. Passenger accommodation unit as stated in claim 1, characterized in that one or more of the passenger-bearing surfaces comprise a rear extension surface (47) behind the back support component (72), and that the back support component is connected to the structure (42) so that in the extended position the second bed surface is and the posterior extension surface substantially in the same plane. 3. Passenger accommodation unit as stated in claim 1, characterized in that the back support component (72) is placed at a distance in front of the rear extension surface in the extended position and a movable filling component (76) is arranged which is connected to the structure so that it is movable between a stowed position and an extended position, which padding component comprises a passenger-bearing padding surface extending between the backrest component and the rear extension surface when the padding component is laid out, so that the rear extension surface, the padding surface and the second bed surface form a substantially continuous surface, and that devices are provided to move the padding component from the stowed position to the extended position when the backrest component is moved from the upright position to the extended position. 4. Passenger accommodation unit as specified in claim 1, 2 or 3, characterized in that the second bed surface (74) of the back support component (72) is essentially horizontal in the second extended position. 5. Passenger accommodation unit as stated in one of the preceding claims, characterized in that one or more of the passenger-bearing surfaces comprise a seat cushion (71), and that the back support component (72) is connected to the structure so that, in the second extended position, the back support component lies above the seat cushion . 6. Passenger accommodation unit as stated in claim S, characterized in that the seat cushion (71) comprises one or more of the movable components which are connected to the structure (42) for movement in a direction which has a vertical component between an upper extended position and a lower stowed position , and that movement devices for the seat cushion are arranged to move the seat cushion from the upper extended position to the lower stowed position when the back support component (72) is moved from the upright position to the extended position. 7. Passenger accommodation unit as specified in one of the preceding claims, characterized in that one or more of the passenger-bearing surfaces comprise a bed extension surface (67), which bed extension surface is placed or can be extended to be positioned in front of the seat in said seat configuration. 8. Passenger accommodation unit as set forth in claim 7, characterized in that the bed extension surface (67) is placed or is extendable to be positioned in front of the seat cushion component so that, in the seat configuration, the bed extension surface can serve as a footrest. 9. Passenger accommodation unit as stated in one of the preceding claims, characterized in that the back support component (72) is connected to the structure (42) so that in the extended position the second bed surface (74) and the bed extension surface form an essentially continuous surface. 10. Passenger accommodation unit as specified in one of the preceding claims, characterized in that the backrest component (72) is connected to the structure (42) for optional movement between an upright position and a fully reclined position where the backrest component is tilted backwards in relation to the vertical position. 11. Passenger accommodation unit as specified in claim 10, characterized in that one or more of the movable components comprise a seat cushion (71) which is connected to the support structure (42) so that it can be swung in relation to the backrest component (72) between a first position and a second position, and that devices are arranged to swing the seat cushion progressively from the first position to the second position when the backrest component is swung backwards from the upright position to the fully reclined position. 12. Passenger accommodation unit as set forth in one of the preceding claims, characterized in that one side (73) of the double-sided movable component carries a layer of foam padding having a contoured surface shaped for use as a seat component and the other side (74) carries a layer of foam padding having a substantially flat surface for use as part of a bed. 13. Passenger seating device for a passenger vehicle, in particular an aircraft, which device is adapted to provide seating and sleeping space for a passenger, which device comprises: a support structure (42) adapted to carry the device up from the floor of the vehicle; a number of seat elements including a seat cushion element (71) and a back support element (72), which back support element comprises first and second opposite sides, one of the sides having a first seat surface (73) and the other side having a substantially flat second bed surface (74); a seat movement mechanism (220) adapted to connect the seat elements to the support structure, which seat movement mechanism includes a seat transforming sub-mechanism adapted to be able to control the movement of the seat elements so that the seat elements can be optionally moved between a seat configuration and a bed configuration, characterized by one or more additional space elements connected to or which forms part of the support structure and is located or is deployable to be positioned next to the seat, where it or each additional support element has an additional, substantially flat passenger-bearing surface (47,48,67,76); the seat transforming sub-mechanism is adapted to control the movement of the backrest member such that the backrest member is pivotable from a first upright position in the seat configuration, in which the first seat surface (73) of the backrest member (72) cooperates with the seat cushion member (71) to form a seat for the passenger , to a second extended position in the bed configuration, in which the second bed surface (74) of the backrest member (72) cooperates with one or more of the additional passenger-bearing surfaces (47,48,67,76) to form a substantially coplanar , continuously extended bed surface for the passenger, where the one or more additional space elements forming the extended bed surface are positioned or can be extended to be placed behind the seat. 14. Passage is a seating device as stated in claim 13, characterized in that the seat movement mechanism (220) is arranged to control the movement of the seat cushion element and the back support element (72) in relation to each other. 15. Passenger seat device as specified in claim 13 or 14, characterized in that the seat-transforming sub-mechanism is adapted to control the movement of the back support element (72) so that when the back support element is moved from the first position to the second position, the back support element tilts forward over the seat cushion element (71), and the backrest element in the second extended position is placed over the seat cushion element. 16. Passenger seat device as stated in claim 15, characterized in that the seat transforming sub-mechanism is adapted to control the movement of the seat cushion element (71) so that when the back support element (72) is moved from the first vertical position to the second extended position, the seat cushion element is caused to move downwards in relation to the supporting structure. 17. Passenger seat device as stated in one of claims 13-16, characterized in that the seat movement mechanism further comprises a seat extending sub-mechanism which is adapted to allow the seat to be optionally tilted from an upright position to a fully reclined position, which seat extending mechanism is adapted to control the movement of the back support member (72) such that when the seat is tilted from the v upright position to the fully reclined position, the back support member is tilted rearward from the first upright position to a third fully reclined position. 18. Passenger seat device as set forth in claim 17, characterized in that the seat-extending sub-mechanism is adapted to control the movement of the seat cushion element (71) so that when the back support element (72) is tilted backwards from the first upright position to the third fully reclined position, the seat cushion element is caused to tilt backwards. 19. Passenger seat device as specified in one of claims 13-19, characterized in that one or more of the additional elements are placed or deployable to be positioned in front of the seat. 20. Passenger seat device as stated in claim 19, characterized in that one or more of the additional support elements comprise a footrest (65) placed or deployable to be placed in front of the seat, and that in the second position the second bed surface (74) of the backrest element is placed in essentially in the same plane and continuous with the footrest. 21. Passenger seat device as stated in claim 13, characterized in that one or more of the additional elements comprise a fixed, rear extension surface (47) located behind the seat. 22. Passenger seat device as stated in claim 21, characterized in that the seat unit comprises a movable filling element (76), and the seat converting sub-mechanism is adapted to allow movement of the filling element between a lower, stowed position and a raised, extended position in which the filling element extends essentially in coplanar and continuous with the second surface (74) of the backrest element in the second extended position and the rear extension surface (47), so as to form a substantially flat, extended bed surface, and that the seat converting sub-mechanism is further adapted to control the movement of the padding component such that the padding component is caused to move from the stowed position to the extended position when the back support member (72) is moved from the first upright position to the second deployed position. 23. Passenger seat device as set forth in one of claims 13-22, characterized in that one side (73) of the backrest component (72) carries a layer of foam padding which has a contoured first surface which is adapted to form a backrest or part of a backrest for a seat and the other side (74) carries a layer of foam padding having a substantially flat second surface adapted to form part of a bed. 24. Passenger seat device as stated in one of the claims 13-23, characterized in that the seat converting sub-mechanism comprises a seat holding device (223) which is pivotally connected to the support structure (42) for tilting movement between a first seat position and a second bed position, which backrest element (72) becomes mounted on the holding device such that the back support member can be pivoted from the first upright position to the second extended position by tilting the holding device from the first position to the second position, and releasable locking means arranged to selectively lock the holding device in the first and second positions. 25. Passenger seat device as stated in claim 24, characterized in that the seat cushion element (71) is pivotably mounted on the holding device (223), the arrangement being such that when the holding device is tilted from the first position to the second position, the seat cushion element is caused to move downwards from an upper extended position to a lower stowed position, and the back support element tilts forward over seat cushion elements so that in the second extended position the back support element lies above the seat cushion element. 26. Passenger seat device as stated in claim 25, characterized in that the seat cushion element (71) comprises a front end and a rear end in relation to the back support element (72), and the seat cushion element is pivotable to the holding device (223) at or towards the rear end, and that the seat movement mechanism further comprises support means for the seat cushion to support the front end of the seat cushion member. 27. Passenger seat device as stated in claim 26, characterized in that the support device for the seat cushion comprises a sliding track (350) placed under the seat cushion element (71), a leg element (342) which has two opposite ends, where one of the ends is pivotally connected to a front end of the seat cushion element , the other end slidably engaging the slide, and a tie rod (355) connecting the other end of the leg member to the holding device; wherein the arrangement is such that when the holding device (223) is tilted from the first position to the second position, the tie rod is moved to cause or allow the other end of the leg member to slide in the slideway, the slideway having a profile such that when the holding device moves from the first position to the second position, the leg element is moved downwards, thereby causing or allowing the front end of the seat cushion element to move progressively downwards. 28. Passenger seat device as stated in one of claims 24-27, characterized in that the seat movement mechanism (220) further comprises a seat-extending sub-mechanism adapted to allow the seat elements to be optionally moved between an upright position and a fully reclined position, when the holding device is placed in the first seat position. 29. Passenger seat device as stated in claim 28, characterized in that the seat-extending sub-mechanism comprises a curved track (360), or rail, attached to the holding device (223) and which has two opposite rail ends and a number of spaced track followers attached to the backrest element (72), where the track followers is adapted to engage and slide along the track or rail, the rail being designed such that as the track followers slide along the rail from one end to the other, the back support member is caused to tilt progressively rearward from the first upright position to a third fully extended position . 30. Passenger seat device as stated in claim 29, characterized in that the seat-extending sub-mechanism further comprises optionally operable two-way drive devices for translationally moving the back support element (72) in relation to the holding device (223), where the arrangement is such that operation of the drive devices causes the track followers to slide along the curved groove (360) which thus causes the back support element to tilt progressively between the first and third position. 31. Passenger seat device as stated in claim 30, characterized in that the drive devices include a linear actuator connected between the back support element (72) and the holding device (223). 32. Passenger seat device as set forth in claim 31, characterized in that the linear actuator comprises a linear screw (304) firmly attached to the holding device (223), a screw engaging device pivotably connected to the back support element and an optionally operable, two-way motor carried by the holding device to rotatably drive the linear screw. 33. Passenger seat device as specified in claim 31 or 32, characterized in that the seat cushion element (71) has a front end and a rear end in relation to the back support element (72) and the linear actuator is pivotally connected between the holding device (223) and the seat cushion element, the linear actuator being attached to the seat cushion element at or towards the rear end, to drive the seat cushion element progressively downwards relative to the support structure (42) from a first upper position when the back support element is in the first upright position to a second lower position when the back support element is in the third fully reclined position, and that the seat movement mechanism (220) further includes a seat cushion supporting device for supporting the front end of the seat cushion member when the rear end of the seat cushion member is driven downward, thereby causing the seat cushion to tilt progressively rearward as the backrest member tilts rearward. 34. Passenger seat device as stated in claim 31, claim 32 or claim 33, characterized in that the linear actuator is connected to the back support element (72) through a clearance device to allow a small degree of relative translational movement between the seat cushion and back support elements (71,72). 35. Passenger seat device as set forth in one of claims 24-34, characterized in that the seat transforming sub-mechanism further comprises an optionally operable, two-way actuator for tilting the holding device (223) between the first seat position and the second bed position. 36. Passenger seat device as stated in claim 35, characterized in that the actuator comprises a double rocker connection with four rods, which connection comprises a rocker (245) and a coupling link (241) connected between the holding device (223) and the rocker, and optionally operable, two-way rotation drive device for to operate the rocker, the arrangement being such that operation of the rocker causes rocking of the holding device between the first and second positions. 37. Passenger seat device as specified in claim 36, characterized in that the rotation drive device comprises a motor (280), a worm gear (271) and a worm wheel, where the worm wheel is firmly attached to the rocker (245). 38. Passenger seat device as stated in claim 37, characterized in that the worm gear (271) is detachable from the worm wheel to allow the holding device (223) to be tilted manually between the first and second positions. 39. Passenger seat device as specified in one of claims 35-38, characterized in that the actuator is attached to the support structure (42) below the seat elements. 40. Passenger seat device as stated in one of claims 24-39, characterized in that the holding device (223) comprises two spaced side elements placed respectively on opposite sides of the backrest element (72). 41. Passenger seat device as stated in claim 40, characterized in that the coupling link (241) is connected to the side elements under the pivot pin between the holding device (223) and the support structure (42). 42. Passenger seat device as stated in claim 37 or 38, characterized in that in the first position the rocker (245) and the connecting link (241) form an angle of 180° to form a strut whereby forces applied to the holding device (223) are transmitted in a straight line through the rocker and is not transferred rotationally to the auger (273). 43. Passenger seat device as set forth in claim 38, characterized in that the worm gear (271) is connected to the worm wheel through a break connection device (282,283) which is arranged to prevent accidental detachment of the worm gear from the worm wheel, but can be optionally operated to allow the worm gear to be connected from the worm wheel.